Porsche Boxster Reviews

Bill McKinnon road tests and reviews the 2016 Porsche 718 Boxster S with specs, fuel consumption and verdict.

Paul Gover road tests and reviews the Porsche 718 Boxster with specs, fuel consumption and verdict.

Peter Barnwell road tests and reviews the Porsche Boxster 718 and 718S, with specs, fuel consumption and verdict at its Australian launch.

Ewan Kennedy reviews the Porsche Boxster and Cayman from 1997, 1998, 1999, 2000, 2001, 2002, 2003, 2004, 2005, 2006, 2007, 2008, 2009, 2010, 2011, 2012, 2013, 2014, and 2015 as a used buy.

Peter Barnwell road tests and reviews the Porsche Boxster Spyder at its international launch in Italy.

Mark Webber is a magician in a Porsche 918.Me? I'm rubbish.When Webber took me for hot laps at Albert Park during the Australian Grand Prix he dug deep into the incredible power and grip and technology of the $1.5 million Porsche hybrid hero, cranking up to 260km/h down the pit straight and hustling it through the corners at speeds to make a V8 Supercars driver worried.I will never forget the first uppercut of 650 kiloWatts as we came out of the Albert Park pitlane, or the moment when we went off-course at the high-speed flip-flop when Webber mis-judged his braking because he felt like he was back in his Red Bull F1 car. For a second I thought I was heading for hospital.But when I get to Phillip Island, and slide from the passenger seat across to the action station, things are very different.It makes an everyday driver look like a superstarThe car is the same one, and still brutally fast in a way that's hard to explain beyond a 0-100km/h time of 2.6 seconds and a top speed of 345km/h, but I cannot believe how easy it is to drive.It makes an everyday driver look like a superstar, and I find it easy to romp to 250 on the pit straight and corner at speeds that make a Porsche 911 GT3 look pedestrian. I have the controls, but it's the 918 that has the control.It's an absolutely brilliant car that currently sits at the top of world motoring alongside the McLaren F1 and Ferrari LaFerrari. All three are hybrids, but instead of using their electric motors to green the world they are fitted to give the effect of a battery-boosted supercharger.In the case of the 918, there are three electric motors which integrate seamlessly into an all-wheel drive package an a seven-speed PDK manu-matic gearbox with paddle-shifters and one of the most intuitive automatic systems I've struck in any car. It is far better at redline upshifts when the V8 petrol engine spins to 9000 revs and makes brilliant downshifts for hot laps.Yet the 918 will also run for 31 kilometres on pure electric power, while retaining a 6.2-second sprint time and a top speed of 150km/h.The car is only built in left-hand drive and it costs $1.5 millionThere is a lot to like about the ultimate Porsche, and some things to love, but it's not all good news.The car is only built in left-hand drive and it costs $1.5 million. It's also noisy, pretty cramped in the cabin, and takes some learning with all the electronic complications.I've only got three driving laps at Phillip Island, but Porsche is preparing me well with track time in both a 911 Turbo and GT3 ahead of the ultimate roller-coaster ride. Both cars feel lovely and fast, with the GT3 a fair bit sharper around a track with an average speed that tops 150km/h.But the 918 Spyder is something else again, which is why Matthias Hoffsuemmer - chief driving instructor on the car, with more than 40,000 kilometres of seat time - has taken over from Webber as the lead driver. He has flown from Germany to demonstrate the car, but also to ride shotgun to ensure there are no mishaps.He starts gently, showing how the car performs in full electric mode, before uncorking some of the performance I know from the Webber laps at Albert Park.The 918 is other-worldlySo I'm ready, but should perhaps give some extra background. After all, I've previously driven a wide range of supercars, from a Bugatti Veyron to a Lamborghini Aventador, and I've tackled both a Nissan GT-R and a Black Series version of the Mercedes-AMG SLS Gullwing around Phillip Island.But none of them are as whack-me-back as the 918. Or as impressive under brakes. Or capable of building such incredibly high speeds in such a short time and distance.The 918 is other-worldly. It's so, so, so fast and yet so easy to drive. Goodness knows what would happen if you strapped on slick racing tyres...To keep me properly in check, Porsche has provided a pace car for my hot laps. It's not just any car but a Carrera Cup racer, with champion driver Craig Baird driving.It's quickly clear that the 918 is faster than the Cup car in lots of conditions, as I'm able to outbrake Baird and pull alongside as we accelerate down the straight. And he's in a full race car.To be honest, I'm struggling to keep pace with the Porsche. It's so darned fast that I'm wrung out after three laps, trying to keep my eyes down the road and my reflexes tuned to the speed.Then I slow, and realise the 918 can also go slow. It's not nearly as much fun, but as my heart rate slows to something more normal I can appreciate the quality of the cabin, and the brilliant dials, and the comfort in the race-style seat, and the incredible visibility.To finish the day, I get a hot lap alongside Hoffsuemmer. If anything, the car feels quicker than it did with Webber, because I can relax and watch instead of hanging on and screaming inside.To prove the car's pace, he uncorks a lap in 1 minute 38.02 seconds. For clarity, the Porsche is on road tyres and the track is hot, and the V8 Supercar lap record belongs to six-time champion Jamie Whincup at 1:32.02.Then it's over. And I'm done.The 918 Spyder is a 21st century speed machineBut I cannot resist hitting the re-wind button and comparing it with the Porsche Carrera GT, the Germany company's previous supercar. I also drove it at Phillip Island, ten years ago.The GT was a fast, flighty, nervy car with a hair-trigger clutch and a temperamental engine. I never felt I got remotely close to exploiting its strengths, despite the speed.In sharp contrast, the 918 Spyder - did I mention the lift-out carbon roof panels, the active aerodynamics with a giant rear wing, or the top-exit exhaust pipes? - is much quicker but much, much easier to drive. And far more rewarding.There is a decade between the cars but, really, it feels like a century.

The Porsche Boxster and Cayman are pure mid-engined sports machines, meaning the engine is installed just behind the cabin, unlike the the engine in the Porsche 911 that’s fitted behind the back wheels.A mid-engine layout gives exceptionally good weight distribution and therefore the best in chassis balance and higher cornering speeds than the 911.Interestingly, the Boxster and Cayman share quite a few of their front-end components with the Porsche 911. At the rear they are quite different machine visually, though there’s still a family resemblance.Porsche Boxster is sold only as a convertible, Cayman is a fixed hardtop coupe and didn’t go on sale till 2006, nine years after its open-top brother.Boxster’s roof is one of the simplest in the business, note the clever way the roof acts as its own cover when it’s powered open. It can be left open even if the weather is threatening as it can easily be powered closed at a red traffic light. You can usually avoid the embarrassment of having to wait for roof closure to be complete after the lights turn green.Both models are brilliant machines that cry out to be pushed hard and fast. Their naturally-aspirated engines are wonderfully responsive, the gearbox is a delight to use, road grip is very high and the feel through the steering wheel and the seat of the pants is magnificent.It takes a lot of provocation to get the tail out of line, and if it does start to slide the cars remains controllable - up to a point, that is. As with all full-on sports cars with mid-mounted engines, if the tail gets out too far you'll need quick reflexes to correct it.An advanced driving course is recommended if you really want to get the best from your Porsche. These days electronics aids can save you from over-reaching; they can be detuned should you wish to make your own decisions, particularly for track days.Unlike the 911, these Porsches are strictly two-seaters. The seats are supportive and comfortable and shoulder room is plentiful, with the two occupants well insulated from buffeting with the roof down.A real bonus of the mid-engined layout is that Boxster and Cayman are surprisingly practical for sportscars, with luggage compartments front and rear, this can almost be used as a daily driver by a one or two-person household.The Boxster arrived in Australia in January 1997. It received minor upgrades in October 1999, August 2001 and August 2002, then a major upgrading in February 2005. The latter, tagged the 987 series, replaced the previous 986 models.This was upgraded again in November 2006, November 2007 and March 2009. An all-new Boxster came out in June 2012, followed by a new Cayman 12 months later.The Boxster was initially criticised for being down on power, mainly due to its smallish 2.5-litre, flat-six engine. That problem was solved in 1999 when a bigger 2.7-litre unit was installed.Even better news was the shoehorning of an optional 3.2-litre engine into the models called the Boxster S and Cayman S. This was increased to 3387 cc in 2006 and to 3436 cc in 2009, with the standard Boxster going up to 2.9 litres in 2009.These superb Porsche engines, even the smallest ones, really come alive above 4000 rpm, their tone initially hardening, then rising to a wonderfully metallic howl as it goes through 5000 rpm. Get the top down whenever you can and hold on to the lower gears just for the sheer pleasure of listening to it.There were major changes to the Boxster engine in 2009. Though the flat-six engines still capacities of 2.9 or 3.4 litres, they featured a direct injection fuel system.This was complemented by numerous other changes. Power was increased, and even more importantly peak torque remained constant over large parts of the rev band. Unlike the older powerplants, that needed 4000 revs to come on song, the newer units really begin to buzz from not much over 3000 rpm.Powerful ventilated brake discs are installed. If you think going from a standstill to 100km/h in under six seconds in the bigger engined models feels sensational, just wait until you experience 100 to zero in less than three seconds. That really makes your eyes bulge and gives a most satisfying feeling of security.Boxster initially used either a five-speed or six-speed manual gearbox or a five-speed Tiptronic automatic transmission. From the 2009 upgrade a seven-speed dual-clutch gearbox was installed.Porsche is long established in Australia. The dealer network isn’t huge, but it’s well organised and we seldom hear complaints about parts or service availability. Prices aren’t cheap, but neither are they outrageous for what you get.Insurance ratings are generally moderate for what is, after all, a prestige sports car aimed at those who like to drive hard and fast.A Porsche Boxster that’s always been serviced and repaired by an official dealer is relatively common and we feel it's the one to aim for. You probably be asked to pay more because of its history. And may we suggest you keep up the servicing to make your car a sound investmentWHAT TO LOOK FORHard driving is what the Boxster and Cayman are built for - butt too much can decrease their lives. Look for severe tyre wear, heavy brake dust buildup and repairs to the body. Rust is very unusual and almost certainly means the car has been badly repaired after a crash.These cars are well engineered and solidly built and unless poorly repaired after a crash should last well. If you suspect collision repairs it’s wise to have it professionally inspected.Check the interior for signs of mistreatment. Look under the floor mats for signs of dampness caused by a Boxster being caught out in the rain. The engine should start easily, idle smoothly virtually from the moment it kicks over and have throttle response that’s all-but instantaneous.Heavy operation of the clutch is likely to mean it’s due for an overhaul. Not a complex job, but there are no cheap repairs on a Porsche. The gearbox should be light and easy to use, with no noises at any time, even during the fastest of gearchanges.Be sure the brakes pull the car up cleanly without one wheel locking ahead of the others. If ABS is installed feel for a pulse through the brake pedal under hard braking.CAR BUYING TIPMost sports cars are only driven gently - sad but true - however it’s a fact of life they probably make a better used-car buy. 

Think of a butterfly knife and a Bowie - both are sharp but they cut in different ways.It's like that in two of the key Porsche models - the Boxster S and the brawnier 911 coupe we recently drove, the folding one is a finer and not as beefy, but both can carve through corners and put a big smile on the driver's face.The 911 is on the wrong side of $250,000 but the Boxster S is far more reasonable, starting at $133,300.VALUETwo seats, two boots, a mid-mounted flat-six and a $133,300 pricetag, which also gets sports seats, a touchscreen satnav and USB/Bluetooth-equipped sound system, dual zone climate control, a fully-automatic electric roof that can be erected in less than 10 seconds at speeds up to 50km/h, wind-blockers, power windows and mirrors, sports steering wheel sans any control buttons.The instrument panel has the tacho in the middle, with digital speed readout, speedo to the left and a digital screen for a number of driver in readouts (a la 911) with several display options including satnav instruction.The test car's pricetag had risen to $144,000 with the fitting of amusingly named PASM - Porsche Active Suspension Management - for $3390, 20in Carrera S wheels priced at $3390, $1850 "worth" of metallic paint, electric sports seats for $890, folding mirrors for $690 and the sports steering wheel for $490.TECHNOLOGYHere's where life gets interesting in the new Boxster S - a 3.4-litre flat "Boxer" aluminium six-cylinder, water-cooled with four overhead camshafts and four valves per cylinder.The engine has an intake system that's been optimised for induction noise, as well as using direct injection and variable valve lift and timing on the inlet side.For those looking for a little more frugality in their fun, there's a quick and smooth automatic stop-start fuel saver function, although that can be disabled by its own button or by deploying the Sport mode; it also charges the electrical system with brake energy recovery.The result - 232kW of power at 6700rpm, with peak torque of 360Nm between 4500rpm and 5800rpm.That's not being asked to haul a lot of lard either - the soft-topped roadster weighs 1320kg and uses aluminium (doors and bootlids) and steel in the body.The vehicle is 35kg lighter than its predecessor and the model line-up has not increased greatly in weight since its introduction in 1999, when it proffered up 185kW and 305Nm within a 1295kg package.DESIGNThe Porsche design crew maintain evolution over revolution for its motto, so there's no doubt what you're looking at is a Porsche.Measuring just 32mm longer overall, the wheelbase is up 60mm (noticeable for taller drivers getting settled in the cabin), track has increased front and rear for a squatter, more aggressive look, it's 13mm lower in overall height with a lower rake to the windscreen.The Boxster has new-look bi-xenon headlights, wider air intakes and an LED tail-light section that has the rear automatic spoiler integrated within.The roof is its own tonneau now and while the twin-pipe exhaust to differentiate the S have been retained, they're nestled into a proper rear diffuser.The cargo space front and rear measures 280 litres all up - 150 litres in the snout and 130 litres above the engine.SAFETYDon't expect ANCAP to slam one of these into a pole for a crash test rating anytime soon, but the Boxster S has no shortage of safety gear - stability and traction control, anti-lock brakes, dual front and side airbags and whopper stoppers - grabbed by four-piston aluminium calipers front and rear, the front wheels cover 330mm drilled and ventilated discs, the rears are slightly smaller at 299mm.DRIVINGThe Boxster S has grown despite the shadow of its longer-running sibling but this is a vehicle that deserves its own spotlight. The snug cabin is better accommodates taller occupants now and that's thanks to a little more wheelbase. The car-shaped key sparks the flat-six behind your left hip-joint into life and it snorts and snuffles into life.Hit the Sport button and its woofle gets more pronounced as you blip the right-hand pedal.The test car is a six-speed manual - something of a rarity not just in Porsches but across the board - but snicking the short-throw lever into first and idling quietly away, the clutch and shift action quickly becomes fun again.As does the soundtrack - induction noise, metallic yowl, smile, change gears, do it all again. It's not as brutal as the 911 in terms of acceleration - that would never do - but it sings nonetheless.A series of bends delivers the Boxster's coup de grace - balance. The poise of the mid-engined chassis is kart-like - you point with the steering wheel, which has no other control system apart from directing the front wheels - and it turns.So connected is the front end to the steering wheel it is almost almost surgical, no fears about electric power steering here, the Porsche system nails it. It can play a little under brakes and again with the rear axle on corner exit, but largely it just scythes through a bend and onto the next one. Beautifully.The test car had the optional adaptive suspension but only on a perfectly-surfaced road or a racetrack would you really need it. It's control and bump absorption in normal mode is talented enough for any public road.Around five seconds (the PDK is a smidgin quicker) to 100km/h and its brakes would bring it to a halt in short order too - US testing showed it would stop from that speed in about 31 metres, around six metres sooner than your average small family sedan.Fuel use isn't outrageous either - the ADR highway-biased claim is 8.8 litres per 100km, but the trip computer was saying 12.4l/100km (at an average 44km/h) after our week in the little German beauty, no mean feat given some of the pro-active driving undertaken.The Boxster experience is honest and epic, orchestral and sublime - a car you could (and would want to) drive every day.PORSCHE BOXSTER S MANUALPrice: from $133,300Warranty: 3 years/unlimited kmResale:  61 per cent (Source: Glass's Guide)Service interval: 20,000km/12 monthsSafety rating: not testedSpare: mobility kitEngine: 3.4-litre direct-injection variable-valve flat six cylinder, 232kW/360NmTransmission: 6-speed manual; RWDBody: 4.4m (L); 1.8m (w); 1.3m (h)Weight: 1320kgThirst: 8.8 1/100km, on test 12.4; tank 64 litres; 206g/km CO2

Sometimes it's more about what is going on outside than inside the car. For example it seems everyone loves a Porsche and they're not backward in coming forward.Take the middle-aged European man trying desperately to attract my attention on the way back from picking up our bright red Porsche Boxster. Finally, reluctantly, I acknowledged his presence and wound down the window to find out what he wanted."Beautiful car," he said. "I dream of one day owning a car like that one. "How much is it worth?" Duh. "I don't know," I had to admit. "It's not mine, it belongs to a friend (a white lie but it saves long explanations).Tick, tick, tick..."About $140,000!" I guessed (I thought it was in the S. I hadn't checked). "It's a beauty," he confirmed once more before the lights went green and we parted.VALUELater, I was surprised to find the Boxster was in fact $20,000 less than I had anticipated, even with a swag of accessories fitted. Priced from $107,000 the two-seat sportster is arguably the most desirable of the Porsches, a fun drop top that sits on rock solid engineering idiot proof almost.The price of our test car was almost $120,000, by the time you added the matching red seatbelts and a set of fearsome, black 20 inch rims. The belts are $600 alone while the 20 inch Carrera rims finished in black bump the figure up another 10 grand a lot but they look hot.Even at this price, it's still well short the $133K Boxster S. If price is no object, you'd be silly not to pick the more powerful S let's face it. But remember those wheels are still going to be another 10 grand on top of that again.For my mind, the smart money is on the standard model with the big wheels and maybe a Bose sound system thrown in another $1500. At the end of the day, it's still $15,000 less than the S and you'll be grinning from ear to ear, because either way the Boxster is not going to disappoint.TECHNOLOGYThe big difference between the two models is in the size of the engines. The Boxster is powered by a 2.7-litre 195kW six while the S gets a larger, 3.4-litre version that develops 232kW. It's quicker off the line, but uses more premium at the same time. Both engines are naturally aspirated. Our car was fitted with a six-speed manual or the option of the 7-speed PDK auto.DRIVINGYou can cruise the beaches with the top down or cut loose on some challenging mountain switchbacks, either way the Boxster is happy to oblige. Back at the office word spread quickly that we had a Porsche in the carpark. The girls all gushed and the guys became silent and envious, but they all wanted a ride.Closer to home my mate Johnno who lives down the road was just as quick off the mark, wanting to know if he could get a test drive. Not likely I drove. "What's so special about these cars?" he wanted to know. "What does a Porsche have that other cars don't?" "Where do I begin my friend?" I replied.Last but not least in our sudden fan club was the bogan in the Falcon, who tracked us as we tried to slip quietly down the motorway. Ogling both the car and my wife he mouthed the words "noice, noice" through the window. "Looks like you've got an admirer," I said. "Hardly. It's the car he's interested in." Thanks all for the vote of confidence.VERDICTIt looks fantastic, goes hard, makes all the right noises and simply refuses to become unsettled no matter how hard you push and how bad the bitumen is under wheel. What's not to like?

The third generation Porsche Boxster, tagged the 981, takes the same styling route as its predecessors, which is no bad thing.Porsche owners over the years have shown strong resentment to any major changes in direction, so features like the air intakes in front of the rear wheels and the shape of the bonnet and headlights follow a familiar theme. You can choose between a standard Boxster at a modest starting price for this class of just $107,500, or the high-performance Boxster S with a recommended retail price of $133,800. The new-generation Porsche Boxster provides a pure-bred machine for what is a very modest price for the class in which it operates. It’s little wonder that dealers are reporting very satisfactory sales in the first few months of this German machine.The standard variant uses a new-design 2.7-litre flat-six powerplant with direct fuel injection in place of the manifold injection 2.9-litre of the previous model.Despite its smaller capacity the new unit has 15 per cent more power (now 195 kW), yet uses 13 to 15 per cent less petrol. That’s impressive. Choosing the Porsche Boxster S puts a revised version of the well-established 3.4-litre flat-six just behind your back.With 232 kW of power and 360 Nm of torque it has higher outputs, but uses less fuel than in the old model. Transmission options are six-speed manual and seven-speed double-clutch PDK automatic.At the tail there’s more change in the design, with a strong style line that runs the full width, with the taillights following the horizontal shape of the metal.New Boxster is bigger than before and would have weighed substantially more, but more aluminium has been used than ever before with the bonnet, rear deck and door skins all benefitting from the lightweight material.Combined with other weight saving measures the mass of the Boxster has trimmed by 25 to 35 kg depending on model. It all helps in improving straight-line performance, providing nimbleness and in reducing emissions and fuel use.On a slightly more mundane note, there is reasonable stowage space within the Boxster and the fact that it has two boots (one in front the other in the rear) makes it a more than practical long term touring car.If you’re going to be spending hours each week the PDK makes sense, but if you want to be part of the action it simply doesn’t provide the same sensation of driving as does the ‘proper’ manual gearbox.On the road the latest Porsche Boxster is close to perfect in its balance and nimble handling. The use of a mid-rear engine, rather than the full-rear unit as in the 911, gives it virtually neutral weight distribution.The Boxster hangs on to the road at speeds well in excess of those achievable by anything other than an ultra-expensive supercar. And the fact that it’s lighter than the typical supercar makes it more nimble in its feel.The electrically assisted power steering, which is used to trim fuel use and exhaust emissions, provides better feedback than any similar units we have tested in other cars and really does feel as though your hands are in direct touch with the road.Depending on the model and options chosen there are various adjustments for the suspension, steering, engine and transmission settings. So Boxster can be tuned to provide a comfortable ride, a firm one or a full on racetrack hardness.Some sharp potholes and bumps did send a shudder through our test Boxster S on some occasions when we selected the firm Sport setting. Try for yourself during your own pre-purchase test drive to see if the car’s characteristics suit your needs.The way the Porsche engines sound during gearchanges and on throttle liftoff is simply superb. Even in speed-regulated Australia you can get a lot of pleasure from dropping the roof (it only takes nine seconds and is fully automatic) and just listening to your progress as the powertrain does its sporting best.The engine has switchable stop-start in the interests of emission reduction. The engine starts almost imperceptibly and we were more than happy to leave it switched on in anything other than very slow traffic crawls.We have just stepped out of a Boxster S automatic after a most enjoyable week of smile-inducing driving. While we are well aware that the auto is both faster and more economical than the manual our preference is still for the extra driving involvement that’s provided by the manual.