BUYERS’ GUIDE: Boxster 987

987-MODEL BOXSTER/BOXSTER S

Everything you need to know

The original 1996 986-series Boxster was brilliant in design and execution: super modern but with just the right amount of retro in its styling, and sharing enough componentry with the 996 911 to allow efficient production. Yet there were notable shortfalls. The 2.5-litre engine was gutless, the plastic rear screen in the hood creased and cracked, and the interior looked cheap.

Two of these issues had been addressed by the end of the model’s life in 2004, the 2.5-litre flat-six upped to 2.7 litres, while the 2002 facelift brought a glass rear window. But for the 987model, now available for £5000, engineers found plenty to change – 80 per cent of it was new, Porsche said.

This Buyers’ Guide looks at the first four years of 987s, gen 1 cars made up until the November 2008 facelift which introduced the Direct Fuel Injection (DFI) engine for the Boxster S and also the PDK gearbox. The carried-over 2.7-litre engine’s output was 240bhp and 199lb ft, increases of five and four per cent, while the S unit rose eight and four per cent to 280bhp/236lb ft. On both models, the improvements were achieved with revised inlet and exhaust manifolds.

The manual gearbox was updated for a shorter shift, coming as a six-speed on the Boxster S while the Boxster made do with five speeds (although the extra ratio was, along with PASM active suspension, part of the optional Sport pack). A five-speed Tiptronic S automatic transmission was available for both models.

The suspension was retuned and made lighter by aluminium componentry, the track widened and variable-rate power-assisted steering from the 997-series 911 imported. The Boxster wore 17-inch wheels and the S 18s, with a range of 18/19-inch factory options.

The most obvious styling change was the switch away from the drooping headlamp cluster to a more rounded design. In the cabin, the three-dial instrument display was retained, but all fittings and trim were upgraded, bringing a true quality feel to the interior.

In August 2006 both engines were equipped with Variocam Plus valve control. The Boxster rose by 5bhp to 245bhp and torque fractionally to 201lb ft, but more significantly the S unit was increased to 3.4 litres and produced 15bhp more at 295bhp, and torque rose by 15lb ft to 251. At the same time, servicing access was improved, the coolant and oil fillers placed behind a flap in the rear boot instead of being exposed.

The 19-inch wheels from the 911 Turbo were added to the options list. This was the final Boxster/s spec, although one year before Porsche had turned out two limited edition models, the Sbased RS 60 Spyder recalling the 718 RS 60 Spyder racer of the early 1960s, and the equipment laden Sport Edition.

THE PROBLEMS Engine

When IMS failure strikes, there is little or no warning. ‘When you start the engine, you might hear a rattling noise and then find eight litres of oil dumped on the driveway,’ Northway’s Paul Stacey tells us.

The much-discussed bore wear issue is widely reckoned to be due to a deterioration of the cylinder liners, and persisted until the late 2008 DFI cars. However, Paul believes it is due to the design of the waterways around the cylinder bores, which can cause the engine to overheat, and the piston skirt to wear against the cylinder wall. The only cure is an engine re-build. ‘Wipe your finger on the inside top of the exhaust tailpipe to make sure there is no soot there, and if the engine is burning more than a litre of oil every 800 to 1000 miles, that’s a sign that there is wear,’ he advises. Check the cross-over coolant pipes for the nose mounted radiators, which can swell, split and leak.

Suspension

Road springs often break – this isn’t as obvious as you might think, and may only being picked up at an MOT test. ‘The front springs tend to snap more than the rear ones,’ Paul advises ‘The car might be down slightly at one side, or you may feel a clonking noise when cornering, as the broken spring gets wound up.’ To check if they are broken, reach into the strut assembly and feel around the bottom of the springs for any jagged metal. More recently Paul has come across seized lower suspension arms, that have had to be cut off for replacement.

Brakes

Expect 30,000 miles from a set of brake discs and pads – unless the discs have rusted badly. ‘They tend to corrode on the inside,’ Paul explains. ‘From the outside they can look nice and shiny, but they may be rotted out on the back.’ To check, feel around the caliper and back plate, and listen for a grinding noise during braking.

Electrics

Ignition packs, one for each spark plug and attached to the end of the plug, can fail. These can be replaced individually, but if one has gone, the other five are suspect, too. ‘The plastic cracks and lets moisture in, so if it’s a wet day you’re likely to get an engine misfire,’ Paul says.

Water ingress to the back of the cabin can short out electrical control modules and cause the tail lights to go on and the hood to attempt to lower itself. ‘Put your hand behind the carpet on the firewall at the bottom behind the passenger’s seat, and you’ll feel an inch and a half of foam,’ Paul explains, ‘If that is soaking wet, you have a problem.’

Hood

The hood system has two vulnerable aspects. The first is the tendency of the drive arms to snap, or wear out their plastic ball sockets, and the second is for one of the two cables to break; in both cases the hood will not lower or raise properly. Should the hood canvas need replacing for any reason, owners have the choice of ordering from Porsche, or from an independent trimmer. If opting for the latter, it is important that the glass rear screen is bonded in properly.