THE MID-ENGINED MARVEL
With prices rising in recognition of the Boxster’s twenty-fifth anniversary, now’s the time to buy a 986 to call your own…
The last issue of 911 & Porsche World was dedicated to the Boxster, marking twenty-five years since the launch of the game-changing 986, which heralded a radical change in the design and direction of Porsche sports cars, as well as a seismic shift in the manufacturer’s fortunes, which were under serious scrutiny as the 1990s got underway. Threats to the dominance of European brands in the compact sports car sector were coming thick and fast from The Land of the Rising Sun, with Honda, Toyota and Mazda chief among the invaders, the latter’s MX-5 going on to become the bestselling two-seat convertible sports car in history. Porsche’s product line was looking dated, not only from an aesthetic perspective, but also technologically — increasingly strict emissions legislation in Europe and North America meant aircooled engines were no longer viable.
Ironically, it was a classic Porsche providing the blueprint for the future of the brand’s output. Launched in 1969 as a replacement for the 912 (which we’ll come onto later in this issue of the magazine you’re holding in your hands), the square-edged, mid-engined, two-seat, rear-wheel drive 914 looked completely at odds with the sleek, curvaceous lines of the range-topping 911 — styling indicating the roadster’s joint VWPorsche parentage — but the 914’s amazing chassis dynamics and cute character scored Porsche almost 120k sales during a seven-year production run. It still amazes us to think that despite being a winning formula for Japanese car makers, the mid-engine, rear-wheel drive, two-seat format remained absent from Porsche’s product line following discontinuation of the 914 in 1976. The 986 Boxster brought it back with a bang.
The first Boxsters were launched with 2.5-litre water-cooled flat-sixes in 1996, before a hike to 2.7-litres of displacement in 1999 and the introduction of the 3.2-litre Boxster S, taking power closer to 250bhp with a sprint to 60mph from rest in 5.9 seconds if opting for a manual cog swapper. The 986 line-up received a facelift in 2002 — so long, fried eggs — with new airflow equipment propelling the range-topping S (now with improved Variocam) toward the 260bhp mark.
Blighted by exaggerated claims of premature engine failure, the 986 (and the same-age 996, a 911 developed alongside the Boxster and sharing many of the two-seater’s key components) can be bought at low price in the current
climate, making a well-maintained example a bargain buy. That said, as outlined by Patrick O’brien at William Hewitt Porsche on page 33, all that glitters is not gold — seek the best 986 Boxster available, not the one with the lowest price tag (though congratulations if the car you’re looking at equates to one and the same!).
Nothing generates interest (from both mainstream media and the enthusiast scene) in a car quite like an anniversary year, as proved by the rising price of entering 986 Boxster ownership in the run up to the model’s quarter-century anniversary. The days of being able to pick up an early 2.5-litre Boxster in good cosmetic and mechanical order for less than £4k are now behind us, with the smaller-displacement six-cylinder roadster once again leap-frogging the 924 in a seemingly perpetual game of snakes and ladders. You’ll need to budget £5.5k to get in on the action, more for a good 2.7-litre 986, such as the 47k-mile 2002 Lapis Blue belter currently being at offered at £8,495 through PIE Performance in Suffolk.
LEAK TEST
“Everyone talks about Intermediate Shaft (IMS) bearing failure, but the biggest concern with a 986 Boxster is water coming into the cabin,” warns Andy Wexham, formerly of Porsche Centre Leeds, now operating independent servicing, maintenance and modification business, RSR Developments, located a mile from Scotch Corner, just off the A1 near Richmond in North Yorkshire. “Look out for wet footwells, especially under seats. Water drains can get blocked with dirt over time, allowing rainwater to creep in at various locations. Anyone thinking of inspecting a 986 Boxster would be well advised to run their hands over carpets to check for damp. They should do the same with the bottom of door cards,” he says, acknowledging common failure of the 986, 996, 987 and 997 door membrane seals. For the benefit of those already in charge of a sopping Boxster or early water-cooled (and water-logged!) 911, we published a step-by-step guide to fixing the problem in the February issue of 911 & Porsche World. Order a copy online at bit.ly/issues911pw.
He also recommends checking an early Boxster’s bulkhead for corrosion. “Lift the bonnet and remove the pop-out scuttle cover above the battery. Blocked drains can cause water to collect below, causing serious corrosion if left unattended.” And if experiencing erratic electric roof operation, the fault can usually be traced to a duff microswitch. “There are two, one in the clasp by the rear-view mirror and another on the lefthand B-pillar. If these switches aren’t working as intended, they’ll stop the corresponding relay from operating the roof properly.” An easy fix, the switches can be bought at low cost.
Most of the specialists we spoke to recommend holding out for a late 986 S, citing earlier, smaller-engined models as good fun, but a little flat in the performance stakes. As showcased in the last issue of 911 & Porsche World, a well-kitted late 986 S can be yours for less than ten grand. At the upper end of the 986 price bracket, Steve Bull Specialist Cars is currently offering a 2004 Tiptronic-equipped 986 finished in Seal Grey (taking years off the 986 design) with just 73k miles from new and plenty of desirable factory options. That’s a huge amount of car for the money and, with the mid-engine layout offering superior chassis dynamics to the rearengined 911, illustrates how a late 986 Boxster S us arguably the best value Porsche currently available, providing you can do without the 911’s largely useless rear seats. The late 986 S is also an excellent platform for tuning projects, with chassis and ECU upgrades turning an already lively Porsche into a much more powerful pocket rocket. •