The Porsche Boxster just sped past the quarter-century mark, still making good on promises dating back to its 1997 introduction: balanced handling, wind-in-your-hair motoring, and affordability. The Boxster was also the car that traditional Porsche enthusiasts loved to hate in the late 1990s and early 2000s, but the little mid-engine two-seater stood the test of time, built a following of its own, and even spawned a popular stablemate—the Cayman coupe.
The earliest first-generation 986-series Boxsters are old enough to be considered collector cars, but average prices remain in used-car territory. Nice examples are available in the $10,000-$20,000 range while high-mileage Boxsters trade for less than $10,000.
A low-mileage Boxster S with its more powerful 3.2-liter six, particularly from the upgraded 2003-’04 model years, could be a safe bet to buy and hold—popular price guides add a $2,000-$4,000 premium for S models as of this writing. The limited-production 2004 Boxster S550 Spyder, of which 1,953 were made to commemorate the 50th anniversary of the 550 Spyder race cars, is another potential keeper.
History of the Boxster
![Color image of a Porsche Boxster parked in a front 3/4 position, sky in the background.]()
Anyone new to the cult of Porsche likely sees the company as a powerhouse, with a lineup that includes a pair of popular SUVs, a four-door sedan, an all-new electric vehicle, the 911, and the two aforementioned mid-engine sports cars. In the 1990s, however, Porsche was circling the drain in part due to a strong German Mark (trading for 1.5 U.S. dollars) but also because the automaker had been building a line of technically different sports cars: the 911, the 944-replacement 968, and the 928. These were all good vehicles, but all were expensive, particularly when compared to a fun, wildly successful sports car that had emerged from Japan—the Mazda Miata. Porsche also suffered because its production methods had grown outdated and inefficient, resulting in far fewer cars being built.
To stay solvent and competitive, Porsche determined that, alongside a modern new liquid-cooled 911, it would build a mid-engine roadster (also as a tribute to the first 356 roadster as well as the 550 and 718 race cars—all of which were midship designs). It would be priced below the 911 to appeal to a younger generation of buyers and make use of shared parts as a way to reduce production and inventory costs.
When it arrived, Porsche took flak from 911 traditionalists, who didn’t like that this entry-level, sports car bore such an unmistakable resemblance to the new 996-series 911—including the “fried-egg” headlamps, which were polarizing on both cars. But the commonalities between the two new Porsches allowed the company to turn a profit and strong sales of both new water-cooled machines helped keep the automaker afloat.
The 986-series Boxster is an important car in that it is widely recognized as one of the vehicles that helped rescue the company and has made Porsche ownership possible for enthusiasts priced out of 911s. The Boxster isn’t a consolation prize, either. Though Porsche has ensured that it never outguns the 911, its excellent road manners, good looks, and comfortable interiors can rival its legendary sibling.
If you’re in the market for a 1997-’04 first-generation Boxster, you’ll find plenty to choose from. There were several running changes made throughout the 986-series, but the 2003-’04 cars tend to be valued highest due to improvements like a glass rear window, a slight boost in horsepower for both the base car and the S, reworked front and rear bumper covers, as well as the welcomed addition of a glovebox. Low-mileage examples are out there—especially in the snowbelt where many Boxsters are stowed for the winter months—but a higher-mileage car with a detailed maintenance history can be a good deal. Here are some points to keep in mind while shopping for a Boxster to call your own.
Engine
![Color closeup of the Porsche Boxster engine, studio shot.]()
For 1997-’99 the Boxster was powered by a liquid-cooled, horizontally opposed, 201- hp, 2.5-liter flat six. In 2000, displacement increased to 2.7 liters and horsepower was upped to 217. The Boxster S, which made its debut in 2000, arrived with a 250-hp 3.2 liter engine. For 2003, Porsche’s Variocam variable cam timing system was added to the Boxsters’ engines and the exhaust system was revised, helping boost output to 225 hp on the base car and 258 hp on the S.
The engines used in the Boxster are the same design as the 3.4-liter/(non-turbo) 3.6-liter, flat-sixes in the 996-series 911 so, while they’re generally reliable, many of the same concerns apply. These are dual overhead cam engines and the cam chains are driven via an intermediate shaft that’s driven by the crank. This intermediate shaft runs through the block driving one set of cams at the front of the engine and the other set at the rear. This shaft spins on bearings: in the front it’s a journal bearing fed lubrication by the oil pump, but in the rear it’s a sealed ball bearing lubricated by grease that was packed in before it was installed in the engine. The problem is that the grease can seep out of the sealed bearing, the bearing can starve for lubrication, and then it fails, sending shrapnel through the engine. It’s possible too that a failed intermediate shaft bearing (IMS) can cause the cam timing to run amok, which in turn allows pistons to collide with valves. Porsche changed the design of these bearings during production of the ’97-’04 engines. The first iteration was a dual-row bearing but, in 2000, it was changed to a single-row bearing.
The earlier dual-row bearing is thicker and is said to be more reliable than the thinner single-row bearing. Plenty has been written about this and where you stand on the IMS is a matter of your risk tolerance or your knowledge of the issue. Many of these engines have their original bearings and are running fine, but no one can predict with 100-percent certainty when and if one will fail. Boxsters with a verifiable IMS replacement are a safe bet. If you buy a car with the factory bearing, you can drive it while keeping an eye on the engine oil looking for metal shavings (maybe have it professionally analyzed, too), cut the filter open after oil changes looking for metal, or have the bearing replaced.
Rear main seal leaks are another issue on 986 Boxsters and can be a recurring problem. The IMS seal on the rear of the engine is also a common leaker as are the valve cover gaskets and the spark plug tube seals. It’s important too, that the Boxster’s water pump is replaced—some sources say at four-year or 40,000-mile intervals. If the pump bearing fails, the pump’s plastic impeller can become damaged, sending bits of plastic through the engine coolant passages where they can become lodged. This can lead to overheating and, potentially, cylinder head damage.
Transmission and Differential
![Color closeup of the fender scoop on a Porsche Boxster.]()
The base transaxle in the 986 Boxster was a five-speed manual while the Boxster S came with a six-speed manual. The five-speed Tiptronic automatic was available across the board. Transmission problems aren’t awfully common, especially if the fluid has been changed and the car hasn’t been abused. Transaxle mount wear is common, though. The original mounts use a fluid-filled hydraulic damper that can eventually leak, which weakens the mount. Clunking sounds, hard shifting, and excessive engine rocking can be caused by failed transaxle (and also engine) mounts. Limited slip was an option on Boxsters but not via a mechanical limited-slip differential. Instead, the Boxster used its traction control or Porsche Stability Management (on 2001 and later) to keep one wheel from spinning. Constant velocity joints and half shafts drove the rear wheels; beefier units shared with the 911 were used on the Boxster S. Be sure to check the condition of the CV joint boots and ask what parts of the drive axles, if any, have been serviced or replaced.
Chassis and Brakes
![Color closeup of the wheel, tire and brakes on a Porsche Boxster.]()
The mid-engine Boxster rides on a rigid unit-body chassis with built-in rollover protection. Independent front and rear suspension, with MacPherson struts, keeps the wheels on the pavement. The front suspension used aluminum arms and wheel carriers shared with the 911. The rear suspension of the Boxster shared its components with the car’s front suspension and added a set of longitudinal links, tying the lower control arms to the chassis. The Boxster S used stiffer rear springs, as well as thicker front and rear anti-sway bars, than the standard Boxster. Sport Suspension was an extra-cost option on the Boxster and Boxster S that delivered stiffer front and rear springs as well as thicker front and rear anti-sway bars. Beginning in 2001, Porsche Stability Management was offered as an option. When engaged, it used information derived from brake, steering, and rotational sensors to apply brakes or operate the throttle to correct excessive understeer or oversteer, as well as maintain traction in a straight line. Four-wheel disc brakes with vacuum-boosted assist were standard issue on the Boxster. Monoblock four-piston calipers developed with Brembo were used on the Boxster and the Boxster S, but the S used larger crossed-drilled rotors and bigger calipers borrowed from the 996-series 911. The calipers on the S were red from the factory while the base Boxster’s calipers were black. While shopping, you might find worn anti-sway bar bushings on cars that are regularly driven. Higher-mileage Boxsters might be in need of tie rod ends, control arm bushings or ball joints.
Body and Interior
![Color closeup of the dash, steering wheel, seats, shifter and interior in a Porsche Boxster.]()
The 986 was built with an all-steel body and substructure that made heavy use of zinc coating to prevent corrosion. The windshield frame and rollover bars behind the seats were formed out of Boron steel for added strength. It’s unusual to find rust on a Boxster—especially since they’re often three-season cars in cold climates— but be on the lookout for signs of accident damage: mismatched paint, waves in body panels that might indicate body filler, and damaged or repaired bumper covers, for instance.
All Boxsters came equipped with a power folding top; prior to 2003 they had plastic rear windows, but a glass rear window became standard along with an updated exterior for 2003. An optional removable hardtop was also available for the 986-series Boxster.
The Boxster’s cockpit isn’t a bad place to while away the miles and it’s minimalist by modern standards. There isn’t an abundance of storage space inside the car, and the factory cup holders that pop out of the center stack on the dash aren’t very practical. The quality of interior materials suffered a little in these cars due to Porsche’s efforts to curtail costs back then. Some of the plastic pieces can feel flimsy and the seat upholstery in higher mileage cars may show excessive wear, among other things. There are kits available to repair worn seats, carpeting, etc., and many used interior trim pieces are available online.
What to pay
![Color image of a Porsche Boxster parked in a rear 3/4 position.]()
Boxster
1997: Low-$7,000; Avg.-$10,000; High-$14,000
1998: Low-$7,000; Avg.-$10,000; High-$15,000
1999: Low-$7,000; Avg.-$10,000; High-$15,000
Boxster/Boxster S
2000: Low-$8,000/$9,000; Avg.-$10,000/$12,000; High-$15,000/$18,000
2001: Low-$8,000/$9,000; Avg.-$11,000/$12,000; High-$16,000/$18,000
2002: Low-$8,000/$9,000; Avg.-$11,000/$13,000; High-$16,000/$19,000
2003: Low-$8,000/$11,000; Avg.-$14,000/$18,000; High-$20,000/$25,000
2004: Low-$8,000/$11,000; Avg.-$14,000/$18,000; High-$20,000/$25,000
Parts prices
Brake rotor: $72
Brake pads (front): $80
Bumper cover (1997-’02): $590
Clutch kit: $350
Headlamp assembly: $450
IMS Bearing update kit: $190
Rear main seal: $32
Upholstery kit (leather): $1,500
Water pump: $134
![Color illustration of a Porsche Boxster cutaway with the powertrain and suspension showing, overhead/profile position.]()
