In the beginning, Porsche meant one thing – sports cars. Defining the company today is a bit more complicated, with powerful, agile, and dynamically wonderful “non-sports cars” like the Cayenne SUV and the new Panamera luxury sedan. The future looks to be just as complex, what with the Volkswagen Group buying the company in the interest of sharing components and technologies across its myriad portfolio. All this has the Porsche purist asking, “Whatever happened to the type of Porsches that were worshiped on bedroom posters and which filled dresser-top temples in 1/24 scale?”

Fear not, believers; your prayers have been heard. Welcome to the Church of Boxster Spyder, the purest modern re-writing of the brand’s Book of Genesis.

You could be forgiven for writing off the 2010 Porsche Boxster Spyder as a simple exercise is nostalgia; it’s no stretch of the imagination to dress up an entry-level model with some go-fast bits from the parts bin, throw an extroverted body kit on for effect and then jack the price a few grand because it’s a “limited” edition. But that’s not what this car is about; the Boxster Spyder looks back for sure, but back to what put the company on the map – and in the winner’s circle – in its early days when sports cars were driven for sport. Cars like the original 356 Speedster and the 550 Spyder won not just races, but also the loyalty of those early owners in the 1950s, through simplicity and balance rather than outright brawn. The Boxster Spyder does the same thing; instead of layer upon layer of driver aids, switchable suspension settings or mind-reading robot stereos, this car is a glorious return to the basics – carefully considered weight reduction measures, exquisitely judged damper and spring settings, all paired with the most powerful motor that Porsche dares install in its “entry-level” model line. As with the GT2/GT3 variants of the 911, this car allows you to experience the best aspects of a Porsche as a driver’s tool without the distracting fluff. It is absolutely and adoringly compromised as a realistic daily transportation pod, and utterly staggering as a way to fling yourself around your favorite twisty road.

The Boxster has always been capable, of course. It is consistently lauded as one of the best handling cars at any price, and its mid-engine layout makes it far easier to conquer than the rear-slung 911. To further preserve the family hierarchy and maintain the 911’s mystique, Porsche has always kept the Boxster and its hardtop twin, the Cayman, relatively tame in the power department. The Boxster Spyder addresses the dilemma of “where can this car go if not up in power?” The answer, as pulled from the company’s Old Testament, is to make it simpler and therefore lighter.

The Boxster Spyder does benefit from the 320-hp, 3.4-liter engine normally found in the Cayman S, the recipient of a modest ten horsepower bump over the Boxster S. The extra horsepower is certainly welcome, but it’s the weight savings that make the difference here – the electric convertible top is gone, sound deadening has either been eliminated or reduced, aluminum doors have been installed in place of the standard steel ones, and many of the modern day comfort and convenience features like air conditioning and a radio have been made optional at no cost. At 2800 pounds, this is the lightest car Porsche currently produces.

To help distinguish the very special Spyder from other Boxsters, it’s been given a new wardrobe. The first thing that catches the eye is the dual hump cowl behind the seats, and those curves are best seen with the top removed (not down, but removed — more on that below). The look is very reminiscent of the Carrera GT, aping the contours of the roll hoops and stretching back to create the illusion that the car is longer than a regular Boxster; the dimensions, however, remain the same. Beautiful 911 GT3-style 19-inch wheels, a deeper front air dam, and an aggressive rear exhaust cutout with twin round tailpipes round out the obvious differences compared to a regular Boxster. Inside, fixed-back carbon fiber bucket seats fit snuggly – in our particular car they were tastefully trimmed in red leather with dark grey alcantara inserts – and remind us why pizza shouldn’t be a daily inclusion in our diet.

Now about the top - that two-piece, unwieldy top. Rather than a finely fitted cloth drawn across a stout frame, Porsche has fitted the Spyder with a tent kit of insulation-free fabric and various clips and cables; it practically guarantees that any unexpected rain you might encounter will result in a bit of water in the cabin as you attempt to snap it in place. Just like the old days, except for the carbon-fiber header. That top, however, is a telling example of how Porsche can justify this car, and why we should be thankful for it. By equipping the Spyder this way, Porsche has clearly marked this car for fringe status. The vast majority of people buying Porsches will look at the Spyder and likely admire it, but find themselves retreating to the convenience of top-down motoring via push-button magic. For a daily driver or even a weekend track car, that is perfectly reasonable; but for those who have questioned the apparent neutering of the 987 in order to avoid overtaking the larger brother, they now have the serious track tool they always wanted.

Transmission choices are the same six-speed manual or twin-clutch PDK, both paired with a standard mechanical rear limited-slip differential. While we all know that the PDK will get you there faster, this car seems better suited to the back-to-basics ethos of sport motoring, so we were glad when the test car we were given was of the three-pedal variety. When we reach the point where Ferrari doesn’t even offer manual transmissions anymore, let us thank Porsche for refusing to let the third pedal disappear.

The brakes are typical Porsche fare, big six-piston calipers up front with drilled rotors all around. This car is available with the composite ceramic brakes for many pretty extra pennies, but every effort to get the standard brakes to cry uncle on multiple runs downhill along the coast above the PCH proved futile.

A functional change that makes a dramatic enhancement in its looks is the suspension, which is now 10 mm closer to the ground than the previous most-aggressive Boxster setup. Clearly intended for track duty, the suspension is not a fan of low-speed meandering through city streets, with harsh reactions to every road imperfection. The car’s slightly stiff suspension and low stance that make things slightly uncomfortable around town feels perfectly judged once the pace is picked up. As a matter of fact, everything about this car comes into focus once pushed. Compared to a standard Cayman S, the Spyder is much livelier at higher speeds, but the business doesn’t translate into nervousness – it is just that much more reactive to the road surface, giving you clear signals as to how close it is to losing grip in every corner.

It’s almost too bad the car isn’t so comfortable in the cityscape, because its visual presence is undeniable. Even in L.A., where a Porsche is as ubiquitous as a beige Camry, this car is an unqualified hit. From tourists leaning out of the tour vans straining to get a picture of it, to guys like the lunatic in an Audi RS4 who almost had a head-on accident while passing cars on La Cienega Boulevard just to catch it, this car looks significantly more aggressive than the standard Boxster, and the public reaction is overwhelmingly positive.

But we didn’t spend much time cruising boulevards anyway. Not with the canyon roads so close at hand. Simply put, the 70-degree days and hazy sunshine meant every possible hour we had with the car is spent in the mountains exploring this car’s abilities, both the top and our whining tucked away in the trunk. With the Porsche Stability Management turned off the Spyder is capable of breaking away under power, even in the dry, but progressively and predictably. If you are ham-fisted with it, drive it all angrily, snarling with purpose and intent, the car won’t bite you back – some sports cars do better when they’re taken by the scruff and shaken. But the Spyder truly rewards the driver who relaxes, unclenches his teeth and concentrates on finding a rhythm. And it just begs for a race track.

So here it is folks – the no-excuses, bare bones, Holy Roller of a Boxster. It’s no poser and it doesn’t send mixed messages; it is perhaps the purest expression of the Porsche experience you can buy today, and in the right hands, it will be a viciously effective track day weapon. Amen.

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