1 Feb 2005
Porsche’s best-case sales scenario for the Boxster before its 1997 launch was 15,000 per annum some years the 30,000 mark was approached.
With such widespread appeal, Porsche was left with the dilemma of how to freshen the Boxster without changing its essence. So, although similar, 80 per cent is new.
In response to customer criticism, there’s also wider differentiation between the Boxster and the 911 – albeit with the two cars having a 50 per cent parts commonality.
Changes underneath have wrought more power, improved dynamics, better safety and greater efficiencies.
The 987 Boxster has bigger side windows, deeper bumpers, redesigned side air inlets, pullout door handles and a 0.02 aerodynamic improvement (2.7: 0.29Cd S: 0.28Cd).
A new 911-style welding and bonding process, plus extra reinforcing between the lower bulkhead crossbar and the A-pillar, improves passenger safety and increases torsional stiffness nine per cent and flexural rigidity 14 per cent.
Revised versions of Porsche’s 2.7-litre DOHC flat six and its larger 3.2 S sibling mean that peak power rises 8kW to 176kW at 6400rpm, and 15kW to 206kW at 6200rpm respectively.
A new exhaust combines with greater air filter surface and a double-chamber induction system to pump out peak torque by 10Nm at lower revs. Boxster now makes 270Nm at 4700rpm, with 320Nm now on offer in the S at the same 4700rpm.
Shorter final drive ratios (to suit the larger wheels) drop the 0-100km/h sprint times to 6.2 seconds (5.5 seconds for the S), while top speed also rises to 256 and 268km/h respectively.
There are also reductions in gearshift travel and fuel consumption, the latter averaging a 0.1L/100km drop to 9.6L (S: 10.4).
Inside reveals the biggest visual changes, with more quality materials and space for occupants over 190cm tall.
The Road to Recovery podcast series
23rd of December 2005
Porsche 2005 Boxster convertible
Second-generation Porsche Boxster offers more power, roadholding and safety for less
When it was new