Porsche Boxster - The Ultimate Guide

The Boxster was initially unveiled as a concept in 1993 at the Detroit Auto Show, before going on sale in the summer of 1996 (as a 1996 model year in the United States). The first 986-generation Boxster had a mid-mounted 2.5-liter naturally aspirated flat-six that was good for 201 horsepower and 181 lb-ft of torque. It had a five-speed manual transmission or an optional five-speed Tiptronic automatic. The car received a significant update in 1999 for the 2000 model year, with a bigger base engine, tuned intake runners, and a more powerful S model.

Following customer feedback, the base 2.5-liter flat-six was enlarged to 2.7 liters, resulting in an increase of 16 horsepower and 11 lb-ft of torque. The S model got a 3.2-liter naturally aspirated flat-six making 250 horsepower and 225 lb-ft of torque, as well as a six-speed manual gearbox, bigger cross-drilled brakes from the 996, Carrera wheels, upgraded suspension components, a third radiator up front, and a dual-exit exhaust. It has a higher 7200-rpm redline, and was able to sprint to 60 mph in 5.2 seconds when new. The 986 received yet another refresh from Porsche in 2003. Output from the base 2.7-liter car grew to 225 horsepower, while torque remained the same at 192 lb-ft.

For the 986’s final model year, 2004, Porsche introduced the 550 Spyder 50th Anniversary edition Boxster, based on the S model, it was the most powerful first-gen Boxster produced, it made 264 horsepower from its 3.2-liter flat-six.

The second generation Porsche Boxster came out in 2004 at the Geneva Motor Show and shared almost the same design with the first version of the car. It also shared a lot of components with its 997 generation 911 sibling which was released the same year. The second generation Boxster was known as the 987.

Design wise, the second generation Boxster had distinctive front styling with different triangular headlights and a unique front fascia. The front air intakes got redesigned, as well as the rear bumper and stoplights. The 987 Boxster's base 2.7-liter engine and 3.2 Boxster S were largely carried over from the late 986, but a 12 lb weight savings was realized by eliminating the cast-iron bearing girdle inserts.

During the 2006 model year, Porsche incorporated a larger ball bearing for the support of the intermediate shaft at the flywheel end, which mostly mitigated the infamous intermediate shaft (IMS) bearing issues that plagued the M96 series. The 2007 Boxster received engine updates to match those of its hardtop Cayman stablemate. This consisted of the VarioCam Plus two-stage intake valve lift to both the base and S versions. The base five-speed manual was no longer Audi-based but made by Japanese supplier Aisin; the Boxster S six-speed retained the Getrag unit. Porsche introduced the face-lifted 987 for the 2009 model year. The updated Boxster featured a family of all-new engines with new designation and direct fuel injection (DFI) for the 3.4-liter S versions of the 987.2 and for all 997.2s; the base model 2.9-liter 987.2 had port fuel injection.

The other major change for the 987.2 was the replacement of the optional torque converter-equipped Tiptronic automatic transaxle with a dual-clutch automated transaxle that Porsche dubbed PDK.

The third generation of Boxster was the 981 generation and frankly it is our favorite here at Stuttcars. Changes includes a body shell that was 17 percent lighter than that of the 987 thanks to an increased usage of aluminum construction, along with strategic use of high-strength steel in key areas. This kept the curb weight to around 3,000 lbs, despite being a larger car than its predecessor.

The 981 Boxster was powered by the MA1-series flat-six, with the base engine's displacement reduced by 200cc to 2.7 liters, but this was more than made up for by replacing the base 987.2's port fuel injection system with DFI. The optional "Sport Chrono" package added dynamic transmission mounts, which functioned similarly to the optional magnetorheological mounts used on the engine side of the rear-engined 991.

The 981's chassis and suspension were similar to the 991 Porsche 911, with a 60 mm longer wheelbase and increased front track by 36-48 mm depending on front wheel offset. The front suspension geometry was revised to increase its resistance to braking dive, and the rear suspension had much greater resistance to dynamic toe changes than did that of the 987.

Ever-stringent government fuel economy and CO2 emissions standards forced Porsche to downsize and turbocharge its entire range of engines. This meant that the marketing department leaned on the flat-four heritage of the 550 Spyder and 718 race cars, dubbing the internally-designated 982 Boxster and Cayman models as the 718.

The MA2-based flat-fours of the base and S versions of the Boxster had more varied specifications than any of their predecessors. The 2.0-liter MA2/20 of the base model had a turbocharger with a conventional internal wastegate for boost control, while the 2.5-liter, 350-hp MA2/22 of the Boxster S had a variable turbine geometry turbocharger in addition to a conventional internal wastegate to reduce exhaust backpressure.

Porsche fans who missed the howl of a flat-six in a new mid-engined roadster collectively rejoiced with the introduction of the 2019 Boxster Spyder, which featured an MA2-derived, naturally aspirated 4.0-liter flat-six, which generated 414 hp and revved to 8,000 rpm. This drivetrain reverted to the three-point mounting system of previous six-cylinder Boxsters.

More recently, Porsche added the 4.0 L flat six to the GTS model, so enthusiasts can have their cake and eat it too.

To celebrate 25 years of the Boxster, Porsche announced a limited edition 718 Boxster 25 for the 2022 model year. Restricted to 1,250 units worldwide, the car is based on the GTS 4.0 model which makes it a very interesting proposition for the collector looking for something fun to drive too. The final swangsong for the Boxster is probably the greatest one ever made, the Spyder RS.

The Porsche Boxster was initially unveiled as a concept in 1993 at the Detroit Auto Show, before going on sale in the summer of 1996 (as a 1996 model year in the United States). The first 986-generation Boxsters to reach U.S. shores were 1997 model-year base cars, equipped with a mid-mounted 2.5-liter naturally aspirated flat-six. Thanks to dual overhead cams, four valves per cylinder, and a dry-sump lubrication system, the engine was able to make 201 horsepower and 181 lb-ft of torque, with a redline of 6700 rpm. Sending power to the rear wheels is a five-speed manual transmission or an optional five-speed Tiptronic automatic. The 0-60 sprint happens in 6.1 seconds, and top speed is 149 mph. With a curb weight just under 2800 pounds, it’s almost guaranteed to put a smile on your face.

The car received a significant update in 1999 for the 2000 model year, with a bigger base engine, tuned intake runners, and a more powerful S model. Following customer feedback, the base 2.5-liter flat-six was enlarged to 2.7 liters, resulting in an increase of 16 horsepower and 11 lb-ft of torque. The S model got a 3.2-liter naturally aspirated flat-six making 250 horsepower and 225 lb-ft of torque, as well as a six-speed manual gearbox, bigger cross-drilled brakes from the 996, Carrera wheels, upgraded suspension components, a third radiator up front, and a dual-exit exhaust. It has a higher 7200-rpm redline, and was able to sprint to 60 mph in 5.2 seconds when new.

In order to fend off increasing competition from the Mercedes-Benz SLK and BMW Z3, the 986 received yet another refresh from Porsche in 2003. Output from the base 2.7-liter car grew to 225 horsepower, while torque remained the same at 192 lb-ft. The S model’s engine saw a slight increase in performance as well, with gains of eight horsepower and four lb-ft of torque. For 2003, the base car got the S’s shocks and springs, while the S got bigger sway bars.

For the 986’s final model year, 2004, Porsche introduced the 550 Spyder 50th Anniversary edition Boxster, based on the S model. The most powerful first-gen Boxster produced, it made 264 horsepower from its 3.2-liter flat-six. Other upgrades include a short-throw shifter, a bespoke exhaust, a 10-millimeter lower suspension, and a five-millimeter wider track. All 50th Anniversary cars were painted in GT Silver Metallic, with a cocoa brown leather interior and brown soft top. Only 1953 examples—reflecting the year of the 550 Spyder's debut—were built, and only 500 were sold in America.

The second generation Porsche Boxster came out in 2004 at the Geneva Motor Show and shared almost the same design with the first version of the car. It also shared a lot of components with its 997 generation 911 sibling which was released the same year. The second generation Boxster was known as the 987. Design wise, the second generation Boxster had distinctive front styling with different triangular headlights and a unique front fascia. The front air intakes got redesigned, as well as the rear bumper and stoplights. The wheel arches got bigger to allow the installment of bigger rims, while the interior got a more prominent circular theme.

The interior still pointed to the racing heritage with the presence of a tachometer which was the main dial in the instrument panel and the ignition switch was placed on the left side of the steering wheel. The leather upholstery was standard and the trims could be ordered with a choice of materials such as wood, aluminum or wood. The additions list included a Bose sound system, bi-xenon headlights and a navigation system. Higher-strength steel in the cowl area and improved spot-welding and adhesive bonding techniques resulted in a body shell that was four percent more torsionally rigid than the 986 Boxster and 14 percent stiffer.

The 987 Boxster's base 2.7-liter engine and 3.2 Boxster S were largely carried over from the late 986, but a 12 lb weight savings was realized by eliminating the cast-iron bearing girdle inserts. During the 2006 model year, Porsche incorporated a larger ball bearing for the support of the intermediate shaft at the flywheel end, which mostly mitigated the infamous intermediate shaft (IMS) bearing issues that plagued the M96 series. 

The 2007 Boxster received engine updates to match those of its hardtop Cayman stablemate. This consisted of the VarioCam Plus two-stage intake valve lift to both the base and S versions. The base five-speed manual was no longer Audi-based but made by Japanese supplier Aisin; the Boxster S six-speed retained the Getrag unit. Both the manual transaxles and the five-speed Tiptronic S featured shorter final box-mounted flywheel drive ratios to compensate for the larger-diameter wheels featured across the 987 range (17-inch wheels were standard on the base Boxster, 18-inch rollers were standard on the S, and 19-inch alloys were optional). The 987's suspension was mostly unchanged from the 986. However, many detail improvements were made, such as stiffer and lighter castings for the aluminum uprights/wheel carriers and larger wheel bearings with embedded magnets, which replaced the separate tone rings for the ABS wheel speed sensors. The 987 also featured variable-ratio steering for its hydraulically-assisted rack and pinion gear. Porsche's Porsche Stability Management (PSM) system was now standard across the 987 range and offered more precise controls, which allowed the driver greater freedom before PSM intervention.

Porsche introduced the face-lifted 987 for the 2009 model year. The updated Boxster featured a family of all-new engines with new designation. It had a much more rigid two-piece rankcase/block assembly made entirely of silicon-impregnated aluminum alloy, which was much more rigid than the previous M96 and M97 engines and dispensed with the separate crankshaft main bearing girdle. The cylinders were reinforced and were a closed-deck design to minimize cylinder distortion; this was important as the crankcase/block configuration was to form the basis of all future turbocharged engines, as well as the street and racing versions of the high-revving GT3. Porsche engineers had gained enough confidence in contemporary timing chain technology to eliminate the separate intermediate shaft of previous flat-six engines and drive the camshafts directly via a pair of long chains and generous supporting ramps. The oil pump was driven via a separate chain. The pump itself was demand-controlled by the DME control unit to supply only the necessary amount of oil for the engine running conditions, which saved energy.

The other big news for the engine series was direct fuel injection (DFI) for the 3.4-liter S versions of the 987.2 and for all 997.2s; the base model 2.9-liter 987.2 had port fuel injection. The other major change for the 987.2 was the replacement of the optional torque converter-equipped Tiptronic automatic transaxle with a dual-clutch automated transaxle that Porsche dubbed PDK. Still, in short, the quick-shifting PDK quickly became the transmission of choice for most buyers, eventually achieving a nearly 90 percent take rate among buyers of Porsche sports cars.

The third generation of Boxster was the 981 generation and frankly it is our favorite here at Stuttcars. Changes includes a body shell that was 17 percent lighter than that of the 987 thanks to an increased usage of aluminum construction, along with strategic use of high-strength steel in key areas. This kept the curb weight to around 3,000 lbs, despite being a larger car than its predecessor. It was just as slippery as the 987, with the 98l's Cd at a remarkable 0.30. The 981 Boxster had a fully automatic top; the driver no longer had to manually latch or unlatch the convertible top from the windshield header as in the 986 and 987. The lightweight top was composed of magnesium panels, aluminum and steel frame bows, and plastic covers.

The 981 Boxster was powered by the MA1-series flat-six, which were quite similar to those used in the 987.2. The base engine's displacement was actually reduced by 200cc to 2.7 liters, but this was more than made up for by replacing the base 987.2's port fuel injection system with DFI, which allowed a higher compression ratio of 12.5:1, which was the same as the 3.4-liter engine of the Boxster S. Otherwise, the 981 powerplants had the same features as the big brother 991.1 generation 911, with assembled camshafts, a thermal management system of vacuum-operated switches and valves to help optimize engine warmup and cooling system management. The engine management system was used in concert with the electrical gateway system control unit to orchestrate the operation of the oft-maligned auto stop/start system.

A six-speed manual was standard on both the base car and the Boxster S, with slightly different gear ratios and an improved torque capacity for the latter. The optional "Sport Chrono" package added dynamic transmission mounts, which functioned similarly to the optional magnetorheological mounts used on the engine side of the rear-engined 991. The mounts automatically stiffened as necessary by varying electrical current through a fluid containing magnetic particles. The optional PDK gearbox continued on similar internals as its predecessor, but some new features such as a fuel-saving "coasting" mode and the ability to select neutral by engaging both shift paddles.

The 981's chassis and suspension were similar to the 991, with a 60 mm longer wheelbase and increased front track by 36-48 mm depending on front wheel offset. The front suspension geometry was revised to increase its resistance to braking dive, and the rear suspension had much greater resistance to dynamic toe changes than did that of the 987. Chassis control electronics also evolved, with the ninth generation of Porsche Stability Management offering enhanced functions such as holding the vehicle on a steep incline to aid hill starts, improved Porsche Active Suspension Management (PASM), and optional Porsche Torque Vectoring (PTV). PTV actively braked the inside rear wheel during cornering, which enhanced turn-in and agility. The steering itself was the same as the 991, with an electronically assisted power steering rack featuring revised steering geometry to allow a tighter turning radius of 10.36 meters.

Ever-stringent government fuel economy and CO2 emissions standards forced Porsche to downsize and turbocharge its entire range of engines. This meant that the marketing department leaned on the flat-four heritage of the 550 Spyder and 718 race cars, dubbing the internally-designated 982 Boxster and Cayman models as the 718.

The MA2-based flat-fours of the base and S versions of the Boxster had more varied specifications than any of their predecessors. The 2.0-liter MA2/20 of the base model had a turbocharger with a conventional internal wastegate for boost control, while the 2.5-liter, 350-hp MA2/22 of the Boxster S had a variable turbine geometry turbocharger in addition to a conventional internal wastegate to reduce exhaust backpressure.

Porsche fans who missed the howl of a flat-six in a new mid-engined roadster collectively rejoiced with the introduction of the 2019 Boxster Spyder, which featured an MA2-derived, naturally aspirated 4.0-liter flat-six, which generated 414 hp and revved to 8,000 rpm. This drivetrain reverted to the three-point mounting system of previous six-cylinder Boxsters.

Porsche chassis engineers always find incremental improvements between generations of model lines, and the 982 was no exception. While the 982 was an evolution of the 981 design and shared most of its body and chassis construction and layout with its predecessor, there were optimizations in every area of the suspension system to improve response and feel. The 982 retained the three-link strut rear suspension design, which has been cited by the erstwhile Porsche engineer and 718/982 project manager August. Achleitner as one of the main engineering reasons that Porsche has never produced a true 911 rival based on the current mid-engine platform-there simply isn't room for a proper multi-link rear suspension design.