Get a used Porsche Boxster inspected: on-site used-car inspection, from €289

The Porsche Boxster is Porsche's purest vehicle concept: mid-engine, open top, two seats — no compromise, no rear bench, no all-wheel drive. This focus makes it one of the most emotional used-car purchases there is. And one that carries considerable financial risk without an independent inspection. checkdenwagen.de is an independent provider of on-site used-car inspections operating throughout Germany, based in Berlin with a network of inspectors across the country. Our inspector comes directly to where the vehicle is — no towing, no workshop appointment, no sales pressure — and examines your prospective Boxster for around 1.5 hours using an inspection catalogue of over 100 points. On the Boxster, the focus is on three areas that can become expensive cumulatively: first, the flat-six engine (IMS bearing, bore scoring, oil supply during cornering — affecting the 986 and 987.1 with the M96/M97 unit); second, the soft top as the mechanical-hydraulic heart of a roadster (sealing, hydraulic cylinders, mechanism, hoses); and third, the bodyshell weak points typical of the open-top concept (water box, pollen-filter drain, corrosion tendency). The result is a digital photo report with all findings — within 24 hours by email. Our USP: independent of the seller, transparent on price, on-site throughout Germany. Phone: 030 301 32 327.

Since its debut in 1996, the Porsche Boxster has been through four generations. The differences in the weak-point profile between generations are considerable — what applies to the Boxster 986 hardly affects the 981 or 718. Boxster 986 (1996-2004, M96 engine): The first Boxster is the most emotional and cheapest entry into the range — and the one with the highest risk profile. The M96 flat-six carries the notorious IMS bearing in its most vulnerable form (deep-groove ball bearing, single or double), which can fail at high mileage and with long oil-change intervals. Engine failure is usually an economic write-off. On top of that come the bore-scoring problem of the bore surfaces and the soft-top mechanism and hydraulics as a separate cost factor. The water box behind the front luggage compartment is a known corrosion trap. Despite these risks: a 986 with an IMS replacement, short oil-change intervals, a working soft top and a good service history can be a great buy. Boxster 987 (2004-2012, M97 engines and DFI from 2009): The jump from the 986 to the 987 is the most distinct step on the bodyshell side. On the engine side, the IMS problem remains on the early 987.1 (2004-2008, M97 engine) — albeit in a somewhat more robust bearing configuration than on the 986. From the Boxster 987.2 (from model year 2009, DFI direct injection) onwards, the IMS bearing in its problematic form disappears. The 987.2 is considered the more reliable entry without the historic IMS risk. New as a weak point on the 987: the rear main seal (RMS) on the gearbox side of the engine, which can start to leak at high mileage and cause oil loss at the gearbox. The soft top of the 987 generation is mechanically revised but still a separate inspection point. Boxster 981 (2012-2016): The 981 marks the clearest step up in maturity in Boxster history. The new naturally aspirated petrol engine (without the IMS-bearing complex of its predecessors) is considered considerably more reliable. The weak-point profile shifts to classic used-car topics: chassis wear, air-conditioning compressor, service history and — since the 981 is increasingly driven hard — track-day detection. A 981 with good documentation and no track history is an attractive Boxster. Boxster 718 (982, from 2016): With the 718, Porsche switches from the six-cylinder naturally aspirated engine to a four-cylinder turbo (2.0 T, 2.5 T S). The weak-point profile changes fundamentally: the particulate filter (OPF/GPF) is a maintenance topic, the turbo setup demands different oil intervals, and the sound was a much-discussed topic in the community. The IMS problem of the predecessors does not exist on the 718. As a relatively young model, 718 examples are often still under warranty or in good service condition.

Over its history, the Boxster has seen four fundamentally different engine concepts — with equally different risk profiles. M96 (Boxster 986, 1996-2004): The first Boxster flat-six is a naturally aspirated engine with 2.5 to 3.2 litres of displacement, air-cooled via a water radiator — a transitional concept after the move away from the air-cooled engine. The IMS bearing in the early M96 version is considered the most vulnerable in the entire flat-six family. Anyone buying a 986 has to ask about the IMS status first. A 986 with a documented LN Engineering IMS replacement and short oil-change intervals is a different vehicle from one with no documentation at all. M97 (Boxster 987.1, 2004-2008): A technically further-developed flat-six with 2.7 or 3.2 litres. The IMS bearing remains present, but in a somewhat improved configuration. The bore-scoring complex still applies. On the 987.1, the RMS (rear main seal) and the soft-top mechanism come in as their own inspection topics. As a rule: a 987.1 with an IMS replacement and good service is a solid buy. DFI engine (Boxster 987.2, from 2009): With direct injection (DFI), the IMS bearing in its problematic form disappears. The 987.2 is considered the most reliable entry into the classic Boxster era — a significantly lower risk level than the 986 and 987.1, without ignoring the IMS topic entirely (the RMS remains an inspection point). MA1 (Boxster 981, 2012-2016): A completely newly developed naturally aspirated engine, without the IMS problems of its predecessors. The risk profile of the 981 is more akin to that of a modern sports car than a high-risk model — chassis wear, air conditioning, soft-top sealing and track-day detection take centre stage. EA888 turbo / 9A2 (718 Boxster, from 2016): A four-cylinder turbo with 2.0 or 2.5 litres. No IMS, no bore scoring of the old kind. Inspection priorities: turbo oil supply, particulate filter, PDK service. The 718 is technically the lowest-risk model — but also the youngest, and therefore the one with the least accumulated high-mileage experience.

The used market for the Porsche Boxster is heavily shaped by generation and documentation status — and the price differences between a well-kept and a neglected example of the same generation are considerable. Boxster 986: As the cheapest entry into the Porsche world, 986s are popular with first-timers — which makes the market for poorly maintained examples disproportionately large. A 986 without an IMS replacement and with a patchy service history is a risk despite the low purchase price, one that can quickly eat up the supposed price advantage. A 986 with an IMS upgrade, short intervals and a good soft top, by contrast, trades significantly higher — and rightly so. Boxster 987.1: Priced above the 986, but with the same IMS risk on the early 987.1. On the 987.1, evidence of an IMS replacement and a clean RMS is the decisive value factor. Vehicles with the Sport Chrono package, sports suspension or other Porsche options are more sought-after on the market. Boxster 987.2 (from 2009): The IMS-free version commanded, and still commands, a premium over the 987.1 — rightly so, since the main risk is gone. Well-documented 987.2s are an attractive buying option with a moderate risk level. Boxster 981: As a younger model with the revised engine, the 981 is the most attractive option for buyers who want the open-top Boxster driving experience without the IMS chapter. Prices reflect this: 981s trade higher than comparable 987s. 718 Boxster: As the most recent production generation, the 718 has the highest used prices in the range. checkdenwagen's Premium package adds a qualitative market-price assessment to the inspection — helpful in negotiations.