Words: Kyle Cassidy | Photos: Alex Schultz
Published 16 August 2026
While it’s often the Cayenne that is touted as saving Porsche, more credit should be given to the Boxster as it was the roadster that helped turn the fortunes of the firm.
The original 986 Boxster turns 30 soon. The model has progressed through four generations, firmly establishing the mid-engine marvel as a stalwart of Stuttgart’s line-up. And yet the Boxster suffers the same reputation as all non-911 Porsche sportscars do, in that it’s seen as inferior to the rear-engined halo machine. Which is fairly ungrateful given the Boxster’s role in helping turn the company around, ultimately helping save the 911.
Before the Boxster arrived in the mid-1990s, Porsche was in trouble financially with an ageing model range. Annual production had slumped big time, with the firm selling just 15,000 cars in 1993. The 911 was in its last year of the 964 generation while both the 928 and 968 were nearing the end of their lives. Not only was the line-up old, the models were expensive.
Porsche’s manufacturing processes were inefficient and costly, none of the cars sharing any major components. Thanks to consultation with Toyota executives around production efficiencies, and the appointment of Wendelin Wiedeking as chief executive in 1993, Porsche started on its road back to recovery. Wiedeking would implement a renewed and simplified manufacturing process, based around a new entry-level sports car, designed to attract new buyers.
The public first saw Porsche’s vision in 1993 at the Detroit auto show. Penned by American-born designer Grant Larson under design chief Harm Lagaay, the Boxster Concept was a hit. Finished in silver with a red interior, it featured muscular rear haunches, short overhangs and styling inspired by the 550 Spyder from the 1950s.
Boxster Generations
Porsche Boxster concept (1993)
Unveiled at the 1993 Detroit show, the Boxster Concept marked a turning point for the struggling German sports car maker. Penned by Grant Larson and inspired by the 550 Spyder, the concept blended retro styling with modern proportions. Its smooth curves, integrated bumpers, side air intakes and minimalist cabin just worked. It demonstrated Porsche’s intention to return to its roots with a driver-focused sports car. Public reaction was overwhelmingly positive, convincing Porsche’s management to fast-track the project into production with only minor design changes. The concept’s success also influenced the styling of the 996-generation 911, helping establish a unified design language for Porsche throughout the late 1990s. Without the Boxster Concept, Porsche’s modern revival may never have happened.
Second generation: Porsche Boxster (987) (2004–2012)
Introduced in 2004, the 987 evolved rather than reinvented the Boxster formula. Although visually similar to its predecessor, around 80 per cent of components were new. The design adopted more traditional Porsche styling cues, including oval headlights reminiscent of the Carrera GT. Engine outputs increased across the range, with Boxster S models eventually offering up to 235kW from a 3.4-litre flat-six. Interior quality improved significantly, while chassis refinements sharpened dynamics without compromising everyday usability. Special variants such as the Spyder and limited-edition RS 60 Spyder added further appeal.
Third generation: Porsche Boxster (981) (2012–2016)
The 981-generation Boxster arrived in 2012 with a dramatically revised platform, longer wheelbase and lighter construction. Styling became more muscular and closely aligned with Porsche’s supercar-inspired design language. Despite downsized engines in some markets, performance improved thanks to weight reductions and increased efficiency. The range continued to use naturally aspirated flat-six engines, producing between 195kW and 276kW depending on specification. The 981 combined razor-sharp handling, exceptional steering feel and everyday comfort. The high-performance Boxster Spyder, launched in 2015, is now considered a modern Porsche classic.
Fourth generation: Porsche 718 Boxster (982) (2016–2026)
Renamed the 718 Boxster in honour of Porsche’s historic four-cylinder racing cars, the fourth generation debuted in 2016. The biggest change was the switch from naturally aspirated six-cylinder engines to turbocharged four-cylinder powerplants in standard models. While controversial among enthusiasts, the new engines delivered stronger torque, improved fuel economy and quicker acceleration. Chassis upgrades further enhanced already outstanding dynamics. Responding to customer demand, Porsche later reintroduced naturally aspirated flat-six power in GTS 4.0, Spyder and GT4 RS variants.
The concept’s name was a blend of “boxer”, referencing Porsche’s flat-six engine, and “roadster”. Like the original Porsche, ‘Old Number One’, the concept adopted a mid-engine layout that promised balanced dynamics while also allowing for a dose of practicality with luggage compartments at both ends. The concept was well received and Porsche progressed with its plans for production.
And this is the part where the Boxster helped save the 911. In an effort to reduce costs, Porsche developed the Boxster alongside the new 996-generation 911. The two cars would share around 50 per cent of their components, including much of the front structure, interior architecture and the now-infamous “fried egg” headlamp design. This component sharing (thanks, Toyota) was instrumental in making both projects financially viable.
Production commenced at Porsche’s Zuffenhausen plant in 1996, with European deliveries beginning later that year. The production Boxster remained largely faithful to the concept. Sadly, the Speedline alloys didn’t make it while the side intakes were repositioned and crash regulations altered other exterior details.
Initially the Boxster featured an all-new water-cooled M96 2.5-litre flat-six producing 150kW and 245Nm. It wasn’t a rocket of a roadster, with a claimed 0-100km/h time of 6.9 seconds with the five-speed manual transmission. And it was even slower with the optional five-speed Tiptronic automatic.
It was more about the dynamics, however, the Boxster with a superior weight balance compared with the rear-engined 911. Even with relatively simple MacPherson struts at each corner, the Boxster delivered the sort of handling that many motoring journalists at the time considered superior to the contemporary 911.
Porsche recognised that some buyers desired greater performance and in 1999 introduced the Boxster S. The new flagship adopted a larger 3.2-litre six producing 185kW and 305Nm and it also gained a six-speed manual. It dropped the sprint time to 5.9 seconds. The S also received a few chassis tweaks including larger brakes from the 911 Carrera, 17-inch alloy wheels and revised suspension settings. Porsche also bumped up the standard Boxster from 2.5- to 2.7-litres, output rising to 162kW, torque up to 260Nm.
For the 2003 model year, Porsche introduced an update for the 986. While subtle visually, the revisions were extensive. The most obvious exterior change was the introduction of a glass rear window in place of the original plastic item. The front bumper design was updated, while side air intakes and wheel designs were refreshed.
Inside, the steering wheel design was revised, interior materials were upgraded and additional trim combinations became available. A glovebox, absent in earlier cars, was finally introduced.
Mechanically, the changes were more significant. The 2.7 received further refinement, with output increasing slightly to 168kW. The Boxster S saw power climb to 191kW courtesy of revised engine management and the adoption of Porsche’s VarioCam plus variable valve timing system. Both engines benefited from improved throttle response and greater flexibility. Porsche also revised the suspension tuning to improve ride comfort. Safety equipment expanded too, with side airbags becoming standard in many markets and electronic stability control added as an option.
As the Boxster ages gracefully, the values of early models are now remarkably affordable. Like this 2003, NZ-new 2.7 model. Having done 100,000km, it’s for sale at Auckland’s GVI dealership for $27,880. This has a desirable NZ service history, and receipts for the replacement of the M96’s intermediate shaft (IMS) bearings, which have experienced some well documented failures over the years. The M96 requires regular maintenance to ensure engine seal and cooling system issues don’t crop up unexpectedly.
The Boxster’s proportions and low-slung stance still look good thirty years later. And its dynamics still impress too. This starts with the sound driving position; you’re dialled in, nice and low, right in the middle of the car. The pedals are out in front, and while the wheel and seat (which is a little narrow) don’t offer a heap of adjustment, it just feels sorted. And it’s easy enough to get in, especially with the roof retracted (the position it should be in whenever the weather allows).
While the 2.7 is no torque monster, it’s tractable down low for commuting duties. The clutch is easy going too. Once the six is boxing around the 4000rpm mark, it starts to pull better. It’s a silky smooth revver, spinning turbine-like to just past seven. That is where the power lives, so extracting the full output requires a bit of work on the lever.
The sound is gruff and guttural, and just enough of it fills the ears over the wind rush to let you know what you’re driving.
The ride at speed can get lumpy over broken surfaces, and there’s some scuttle shake filtering into the cabin and up the steering column, but it’s not a deal breaker. Let’s call it character.
The gear change is slick. While the throw is a bit long, the shift action is fluid, sliding through the well-spaced gates. The pedals too are well spaced for those heroic, blipped downshifts when you’re on the brakes.
The steering is a highlight, vibing with life. It doesn’t filter the road, bumps sending the odd tingle up the column. The wheel itself is quite big for a little roadster, and it takes more twirling to get turned in (no variable ratio racks here). But the Boxster has bite, the front end chomping into the corner, sticking with genuine mid-engine determination.
And with its mid-engined layout, and minimal weight, there’s no need for myriad stability aids; no torque vectoring, no active roll control, no drive modes even. It’s simple and it works.
There’s no unruly dive under brakes, just enough weight transfer to load the tyres. So you can turn it in, and enjoy the balance and poise as it lets you get into the gas on the exit.
It’s still a delightful drive that’s quick enough without going crazy, allowing you to enjoy more of its ultimate potential. We’d deem the Boxster good value in the realm of modern classics. Get in while good ones are still relatively easy to find.
Thanks to GVI – gvi.kiwi
