Without the 986 Boxster, Porsche may not have recovered from the losses of the mid-1990s. Declining sales combined with high production costs and too many technically independent product lines meant the company was in serious trouble. It wasn’t a position that you’d expect to attract top auto industry talent.
Porsche, however, has never conformed to automotive norms. In 1988, the strength of its reputation attracted Dr Ulrich Betz back from BMW to become Director of R&D, swiftly followed by Harm Lagaay as Head of Styling. Grant Larson then joined from Audi and has cited these two appointments as helping him decide to make the risky leap. After proving his skills with programmes to refresh existing models (notably the 944’s evolution to the 968), the Boxster concept was his first major ‘fresh sheet of paper’ design.
Larson began the Boxster project by dipping into the Museum’s collection to pull out the unmistakable styling cues of two mid-engined Porsche racers: the 550 and the 718 RS 60. These were laid over the packaging requirements of the mid-engined platform, allowing Larson to create drawings from which clay modeller Peter Müller sculpted the car’s shape. In a touching interview, Larson said of Müller that the car “blossomed from his hands”.
When the Boxster Concept was revealed at the 1993 Detroit Auto Show, it caused a sensation. The styling was spot on, but evolving it into a practical production car proved more tricky. The result was disappointment among those whose desire to buy a Boxster in unadulterated Concept form was uncontaminated by an understanding of how many compromises that would require.
First among these was the need to keep costs low. “To help turn the company around, the objective was to create a new, higher volume product line from the components of the new 911 that was in development,” recalls Horst Marchart, who was Member of the Executive Board for Research and Development at the time. “The 986-generation Boxster (therefore) shared the front end, doors and numerous other components with the 996-generation 911.” There was also the need to make the Boxster practical, reliable and easy to live with.
Low-mounted side air intakes were expanded and moved up to reduce the possibility of ingesting road dirt, the nose was stretched to make more room for crash protection and radiators while also improving luggage capacity, a roll bar was added and the rear bodywork was stretched by more than eight centimetres to create space to stow a folding soft top; a vital convenience missing from the Concept form.
The production car was released in 1996 with a 2.5-litre, water-cooled flat six delivering 204bhp. Essentially a down-sized version of the 3.4-litre unit destined for the new 911, the conversion to mid-mounting required little more than turning it through 180°, putting the transmission at the back so the block could be moved forward. The 2.5 was a relatively short-lived model and a facelift with 2.7 litres and 220hp alongside a 3.2-litre S version with 252bhp arrived in 1999. Received wisdom is that the 2.7 has the punch the mid-engined car should have had from the beginning, with the 3.2 making it a proper high-performance car.
In their quest to position the Boxster significantly beneath the 296bhp 911, had Porsche gone too far? That’s the question at the forefront of my mind as I slip behind the wheel of an early 986 that I’d spotted for sale at independent Porsche specialist Ashgood, which has a reputation for stocking interesting and high-specification cars. With just 8,900 miles on the clock and a robust service history, it’s as close to a new first-generation Boxster as you’ll find.
It’s also one of the most generously optioned. While Glacier White won’t be at the top of many enthusiasts’ list of desirable shades, the interior is lavish and wonderful with options including a centre console and the rare and expensive Boxster Red full leather, lifting it well above the rather austere basic 986. Outside, the 10mm drop provided by the Sport Pack suspension helps the 17-inch ‘Twist’ five-spoke alloy wheels fill the arches nicely.
The cabin is remarkably comfortable. Impressive forward thinking by Porsche included the need to keep the 986 and 996 useable as they ease into classic status. Larson talks about sizing the driving position for taller generations to come; anyone who has tried squeezing behind the wheel of older classics will understand why many of these cars are now struggling to find buyers, but not so the Boxster. At 6’3”, I fit comfortably behind the large steering wheel and notice the lack of width far more than any lack of leg room. In front of me are three beautifully clear dials. It feels very Porsche.
Twist the key and it sounds pleasingly Porsche too. Slot the manual transmission into first – it’s quite a journey across the gate compared with modern boxes – a few more revs and we pull out onto Ashgood’s drive, heading for the open road. It’s a surprisingly comfortable ride, with potholes consumed with an ease that is alien to a modern sportscar. Down to the first roundabout, second gear, indicate and open the throttle. It needs a few revs to really get going, but it pulls so smoothly and sings with such character, it’s a wonderful experience.
The steering, via a hydraulically assisted rack, is sublime. You can feel it weighting up and, in the heavy rain of the test day, the gentle drift into understeer is clearly communicated. The chassis is beautifully balanced, with that lovely neutral feel of a well-designed mid-engined sportscar that’s unburdened by the subliminal interventions of electronic driver aids. With water washing across the roads I couldn’t drive it hard, but factory figures suggest 0-60mph in 6.7 seconds and the nimbleness that comes with a relatively small car weighing just 1,250kg.
To provide a comparison with today’s Boxster, Club member Andy Gardiner has brought his beautiful 718 4.0 GTS 25th Anniversary. It looks a lot bigger, but the figures suggest the difference is surprisingly small: 4,343mm x 1,781mm v 4,391mm x 1,801mm. Being an Anniversary model, the 718 interior is also rich in beautiful stitched leather and, with contrast stitching, it looks deeply luxurious. The quality of the controls, especially the steering wheel, are also in a different league. For the 986, Porsche spent generously where it would improve the model’s sportscar credentials, especially on high-strength lightweight materials, but this focus shows in the cockpit. There are no equivalent cost savings evident in the exquisite 718 interior.
As a driving experience, the difference that 30 years of development brings are clear – but not in any negative way. The 986 is a delight; tactile and nimble in a way that the heavier 718 just can’t be. It’s brisk rather than fast, but to dismiss the 2.5 for its relatively modest performance is to miss the point. It feels like a beautifully engineered sportscar, a real Porsche, with a rich seam of character to make you smile even when mooching around town. As a summer classic you can enjoy every day, or as a treat for sunny weekends, an early 986 is a compelling proposition.
Thanks to independent specialist Ashgood for allowing us to put a few more miles on this unrepeatable example. Thanks also to Club member Andy Gardiner for bringing his beautiful 4.0 GTS 25th Anniversary.