First Drive: 2011 Porsche Boxster Spyder

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What sets the Spyder apart is its incredibly low curb weight and nearly perfect weight distribution (thanks largely to its midmounted engine). There isn't another ragtop like it on the market. The Nissan's (NSANY) 370Z Touring, Daimler's (DAI) Mercedes SLK55 AMG, and BMW's (BMWG) recently redesigned Z4 all weigh around 3,500 lbs., nearly 700 lbs. more than the Spyder. The Audi TTS is nearly 600 lbs. heavier than the Spyder, while the Chevy Corvette is about 500 lbs. heavier.

The way the Spyder skates through hard corners is almost magical. On the track, I headed too fast into curves several times with my brain screaming that I was about to spin out of control, but the car always ended up sticking easily to the pavement. I rode shotgun while Donohue did circuits driving left-handed, a walkie-talkie in his right hand. Incredible.

The Spyder is mainly designed for top-down driving. Top speed is 164 mph but is limited to 125 mph with the top deployed, because the ragtop might be unsafe above that speed. At slower speeds, the top will protect you from the elements but really isn't designed for heavy-duty winter weather. Also, you wouldn't want to have to put the top up in a hurry during a sudden rainstorm. The multistep process isn't hard to master, but takes a minute or two.

The Spyder's interior is more Spartan than the S's. In addition to the missing radio and cupholders, door handles are replaced by weight-saving nylon slings. The instruments have black faces, and the hood over the main instrument cluster has been eliminated to save weight. The top has a retro snap-on rear window that can be removed to get a breeze going.

To me, the Spyder's macho good lucks are a big plus. The lower stance, sculpted rear deck, and revised front fascia give the Spyder a more streamlined, integrated appearance than the Boxster, which looks ungainly to me. The Spyder's black double tailpipe also is very cool.

Buy it or Bag It?

Reviewers who contend that the Spyder costs more for less than you get in a Boxster S are mistaken. The standard performance upgrades in the Spyder more than offset its price premium. For instance, 10-spoke/19 in. alloy wheels cost $2,385 extra on the Boxster S, sport bucket seats $2,990, a limited slip differential lock $950. And you're still not getting the extra 10 hp, the sport suspension, and the sculpted rear deck and spoiler that come standard on the Spyder.

However, the Boxster S offers similar performance and is more practical than the Spyder, especially if you live in the snowbelt. For an extra $2,345, the S is even available with an optional hardtop.

The big question with either model is whether to pay $3,420 extra for the PDK transmission. Fact is, it's probably worth it. Driving enthusiasts scoff at automatic transmissions, but (as I said in my review of the Porsche Panamera) the PDK shifts so quickly that no human can match it. These days, if you want the absolute best available performance in a Porsche, you have to pay up for the PDK.

When I outfit a Spyder, the sticker easily tops 70 grand. The PDK, leather interior, and sport exhaust ($2,500) are all tempting, and the Sport Plus package ($1,320 with PDK) is a must.

There are plenty of other excellent convertible sports cars around at lower prices. The Audi TTS sells for an average of $53,167 and the Nissan 370Z Touring for $42,458, according to the Power Information Network. The Corvette convertible and the hardtop Corvette Grand Sport both start in the $55,000 range. None of them, however, can quite match the Porsche's handling.

What to do? My heart says to go with the Spyder with a stick shift, my head says go with the Boxster S with a PDK. Either way, it's a great car.

Click here to see more of the 2011 Porsche Boxster Spyder.

Thane Peterson reviews cars for Businessweek.com.

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