Porsche Boxster 981 Review (2012-2016)

For many years, Porsche had traded almost exclusively on the justified reputation of its flagship sports car, the 911. The rear-engined machine had evolved gradually over decades to be the choice of driving connoisseurs the world over. Then in 1996, Porsche added a new car; a two-seater, mid-engined convertible, called the Boxster.

Purists sneered at the very idea of it, but the Boxster was a hit, and not just because it was more affordable than the Porsche 911. It was also similarly engaging to drive, with its mid-engined layout giving the car superb balance and handling acumen to those that wanted it. Meanwhile, it was also popular among those that just wanted a stylish convertible with a premium badge on it, and could easily function as a daily driver.

This is the third generation of Boxster, introduced in 2012. It’s known in enthusiast circles by the code 981, and for many it’s the apogee of Boxster development so far. The fourth-generation 718 Boxster that replaced it in 2016 moved to four-cylinder engines, which received a muted reception in comparison to the more characterful flat six-cylinder engines used in the 981.

All that means that demand for good 981 Boxsters tends to be high, and is getting higher. This keeps purchase prices up but also means they tend to hold onto their value very well compared to rivals, which include the Audi TT Roadster, Jaguar F-Type and BMW Z4. You may be able to pick these up for less, but none are such strong all-round performers as the Porsche and, while we hesitate to label any car as a sure-thing investment, the Boxster looks to be a solid financial choice.

If you thought an open-topped roadster would be an impractical flight of fancy, then the Boxster will make you think again. Designed to be as easy to live with as it is fun, the entry-level Porsche is as happy grinding along in the daily commute as it is going hell-for-leather on your favourite back road.

For starters, the interior is built to a high standard with some great-feeling materials, and all the various features are easy to find and use. Although it’s a strict two-seater — unlike in the 911 there are no rear seats — there’s a surprising amount of storage space, with a decent glove box, slim door bins and a shallow lidded compartment between the seats.

There’s a decent amount of space for the driver and passenger, while the wide range of seat and wheel adjustment makes it easy to find a comfortable driving position - and the low slung layout in the Boxster is one of the best.

If you’re planning a trip away then you’ll be pleased to learn you won't have to pack light, because the Porsche serves-up a surprising amount of luggage space. Not only is there a deep 150-litre space under the bonnet, there’s also a useful 275-litre boot behind the engine. Better still, the fabric roof deploys and stows electrically in seconds at the touch of a button, so you’ll never miss out on a chance to enjoy even the briefest spells of sunshine.

Underneath the Porsche’s smart exterior you’ll find lots of aluminium in the Boxster’s construction, which keeps the weight low and increases body stiffness to improve handling characteristics. As with previous Boxster models, the 981 has a mid-engined layout for perfectly balanced handling and sharp responses, making it both agile and involving to drive and, whisper it, arguably even better to drive than a 911.

Early 981 Boxsters were available in two forms, the entry-level Boxster or the more powerful Boxster S. Take that ‘entry-level’ wording with a substantial pinch of salt, though, because every single version is a brilliant driver's car that will keep any petrolhead happy.

Many argue that the entry-level car is all you need for a balanced, focused on-road experience, and it’s hard to argue with that opinion. The standard car has a 261bhp, 2.7-litre flat-six engine, while the Boxster S has a 3.4-litre unit with 311bhp. You can certainly feel the extra muscle of the latter, but neither is a slouch and both share the same howling, spine-tingling soundtrack when worked hard. A six-speed manual transmission was standard and desirable if you love driving, but the optional seven-speed, dual-clutch PDK automatic gearbox offers fast and slick shifts. Bear in mind, however, that early versions of this transmission had the brand’s fiddly wheel-mounted gear shift buttons: later cars were available with far superior fingertip paddles.

While more potent and exotic (and expensive) Boxsters would follow, there are huge amounts of enjoyment to be had from a standard or S car. Very few cars offer such engagement behind the wheel, with beautifully crisp steering that feels alive with information, attached to a chassis that’s as agile and composed as anything this side of a Lotus. With its near perfect balance and supreme poise, the Porsche comes alive through a series of corners, making you seek out twisty roads whenever and wherever you can.

The pickiest of consumers might point out that the Boxster’s hard-top equivalent, the Porsche Cayman, is slightly tighter and more focused. Yes the hard top model has a slightly stiffer body shell that technically results in more precise handling, but we’re talking a cigarette paper’s width of difference here. Either way, any tiny dynamic shortfall is more than made up for by being able to open the roof and experience the thrills of open-air motoring.

As well as offering big smiles on open roads, the Boxster is perfectly usable day-to-day as well, with a firm but well-damped ride, especially on the smaller alloy wheels. It also offers decent refinement on a long run, with the insulated hood providing good protection from wind noise. With the roof lowered a neat deflector between the roll hoops helps keep buffeting to a minimum, so you can enjoy a top down motorway run without needing to book an emergency hairdressing appointment at your journey’s end.

In 2014 the Boxster GTS was launched, with power from the 3.4-litre engine upped to 325bhp. The GTS also had PASM adaptive suspension as standard (although you could opt for lower sports suspension instead), and a Sport Chrono package included, too. For many, the GTS is the pick of the 981 Boxster range, with exquisite handling and plenty of power, but it’s not so hardcore that it becomes a chore to use everyday.

2015 saw the arrival of the Boxster Spyder, which has been hailed as the best 981 to drive but will cost you a serious chunk over the other cars in the range. It’s quicker, lighter and more powerful than other Boxsters, with everyday luxuries ditched or slimmed down to improve performance. The roof is manually stowed, while the radio and aircon are gone, although they were put back in if the owners asked. But power is up to 370bhp and the weight has been reduced by 25kg. At the same time as introducing the Spyder, Porsche unveiled a GT4 version of the Boxster’s hardtop sibling, the Cayman. If the GT4 is the ultimate Cayman for the track then the Spyder is its road-going Boxster equivalent.

As the brand’s entry-level model, Porsche proved to be a bit stingy with the 981’s standard kit list. Air-conditioning, alloy wheels, remote locking and electric windows were standard, but quite a lot of what you wanted was an extra cost option. For instance, when the car was new you’d have to fork out extra for Bluetooth, which was particularly galling when you could get it on Hyundai i10 that cost over 75 per cent less.

Still, when buying new many Boxster owners weren’t shy with their option-choosing trigger finger, so most used examples come generously specified. Leather trim and heated seats are common, as are larger alloy wheels and xenon headlamps. As always, the advice is to inspect every potential purchase with a fine tooth comb to make sure you know exactly what kit you’re getting, because no two Boxster models are likely to be the same.

Most models, however, did get a fairly decent infotainment system that included a CD Player and USB connection, plus sat-nav was an option. There were also various sound system upgrades that are worth keeping an ear out for.

There’s no such thing as a car guaranteed not to depreciate, but a good Boxster is about as close as you’ll get. It might not be the cheapest car of its type, and Porsche ownership is never cheap, but it should hold onto its value very well as demand is generally high.

You don’t buy a petrol-powered sports car to save fuel, but if you do want to keep the wallet-bashing to a minimum, then the 2.7-litre engine will get a slightly better MPG figure than the 3.4. Officially, the 2.7 will return up to 35mpg, and the 3.4 Boxster S and GTS up to 34mpg. The Spyder claims 28mpg, but you’ll be lucky to get much above 20 in the real world.

All examples of this generation of Boxster were registered before the Vehicle Excise Duty rules were changed, which means annual charges of between £305 and £565, depending on model.

Your Boxster will need servicing every two years or 20,000 miles, and alternate between major and minor. You may want to change the oil and brake fluid more often than that, though, especially if you drive it a lot. All 981 Boxsters are out of warranty now, so we’d recommend having them looked after by an independent Porsche specialist, as they’ll be considerably cheaper than a main dealer. Expect to pay around £300-£400 for a service versus more than £500 at a Porsche dealer.

When it comes to consumables, tyres will be between £150 and £250 a corner depending on what brands you opt for. You’ll need to regas the aircon every three years or so (less than £100), and replace the condenser every seven. A condenser from Porsche is around £250, plus fitting, but you can get aftermarket ones for less. Some owners say it’s an easy job to do yourself.

Clutches generally need replacing every 50-60,000 miles and will cost around £1,100. Changing transmission fluid in PDK-equipped cars will cost north of £800 and is needed every six years.

Insurance groups range between 42 and 46 (of 50), so while premiums won’t be cheap, they could be worse.

Porsche sells cars in relatively small numbers, so isn’t included in all that many reliability studies, but it doesn’t tend to fare well in the ones that do look into its history. For example, Warranty Direct’s Reliability Index places Porsche right down near the bottom of the overall rankings.

That said, the general consensus seems to be that the Boxster is a relatively good performer. Find a good one and you’re unlikely to have too many issues, save for the general wear and tear issues mentioned above. It’s vital to insist on a full service history on any Boxster you’re considering, and preferably one stamped by a Porsche main dealer or a well-regarded independent specialist.

However, you should still check out a prospective purchase thoroughly. When test driving a manual car, watch for clunky shifting from first to second, which could be a sign that the cables need adjusting. Also make sure that you try each mode in PASM, as the damper units can leak and will cost around £600 each to replace. Luckily it’s easy to spot if you get underneath the car and have a look.

Watch for the PSM light on the dash and the brake lights staying on, which can be caused by the pedal sticking and not returning fully. It’s not difficult to sort but can cause overheating brakes if left unattended. Cast an eye on the roof and mechanism to make sure there are no tears or rips, and that it deploys and stows smoothly. Also have a sniff inside the car, because a musty smell could indicate water ingress.

As with any purchase, but especially with sports cars that could have been driven hard, we’d advise hiring a mechanic to give any prospective purchase an inspection before you buy.

There’s been one recall on this generation of Boxster, to fix a possibly faulty bonnet catch assembly. Affected cars should already have been sorted, but it’s worth checking with a Porsche dealer to see if the car you’re looking at has been fixed.