Porsche Boxster 987 (2004 – 2012)

Reliability score : 7.6/10

The Porsche Boxster type 987 represents the second generation of Stuttgart's famous mid-engine roadster. Launched in late 2004 (2005 model year), it corrects many of the 986's finish defects while retaining its balanced architecture. Production is divided into two distinct phases, crucial for reliability: Phase 1 (987.1, 2004-2008) which uses an evolution of the M96/M97 engines (with the famous intermediate shaft bearing or IMS), and Phase 2 (987.2, 2009-2012) which introduces entirely new engine blocks (MA1/9A1) devoid of IMS, optionally coupled with the excellent PDK dual-clutch gearbox. The 987.2 is widely acclaimed for its significantly superior reliability.

✅ Strengths

Mid-engine chassis offering exceptional balance and road holding
Remarkable reliability of Phase 2 engines (987.2 from 2009 onwards)
Captivating sound of the naturally aspirated Flat-6
Finish and material quality significantly improved compared to the 986
Astonishing versatility thanks to the two trunks (front and rear)
Extremely fast and reliable PDK gearbox (on Phase 2)

⚠️ Weaknesses

Risk of catastrophic engine failure on Phase 1 (IMS bearing)
Risk of cylinder scoring (Bore Scoring), particularly on the Phase 1 3.4 S
Maintenance and spare parts costs at Porsche prices
Very difficult mechanical accessibility (mid-engine often requiring a lift or working blind)
Tiptronic S gearbox (Phase 1) slow and outdated compared to the PDK

🎯 Verdict

The Porsche Boxster 987 is a fantastic roadster, but it requires rigorous selection. The verdict depends entirely on the chosen phase. For a 987 Phase 1 (2005-2008), caution is advised: ADAC and TÜV Report statistics confirm an above-average breakdown rate due to the weaknesses of the M96/M97 engine (IMS bearing, cylinder head gasket, cylinder scoring). Buying a Phase 1 requires an impeccable history, a PIWIS test, and ideally an endoscopic inspection of the cylinders. On the other hand, the 987 Phase 2 (2009-2012) equipped with the MA1/9A1 engines is transformed. The IMS is eliminated, reliability becomes excellent (ADAC breakdown rate dropping to ~2.5), and the addition of the PDK gearbox makes it a modern and formidable sports car. If your budget allows, do not hesitate to favor a Phase 2 (particularly the 2.9L for absolute reliability or the 3.4L for performance).

Common issues

Roulement d'arbre intermédiaire (IMS Bearing) High

🔧 80 000 – 150 000 km (surtout avant 2006)

💶 1 500 – 3 000 € (préventif, souvent avec embrayage)

Vérifier l'historique d'entretien et envisager un remplacement préventif.

Rayures de cylindres (Bore Scoring) High

🔧 100 000 – 200 000 km (variable)

💶 8 000 – 15 000 € (reconstruction moteur)

Écouter le moteur à froid, vérifier la consommation d'huile et l'historique.

Séparateur air-huile (Air-Oil Separator - AOS) Medium

🔧 80 000 – 160 000 km

💶 400 – 800 €

Surveiller la fumée bleue à l'échappement et la consommation d'huile.

Fuites des tuyaux de liquide de refroidissement Medium

🔧 100 000 – 180 000 km

💶 600 – 1 200 €

Inspecter régulièrement les fuites sous la voiture et le niveau de liquide.

Bobines d'allumage défectueuses Low

🔧 80 000 – 150 000 km

💶 300 – 600 € (pour un jeu complet)

Remplacer les bougies et bobines ensemble pour une meilleure performance.

Estimated maintenance costs

Oil change	£140 – 240
Clutch	£1 000 – 1 700
Complete brakes	£650 – 1 200
Estimated annual budget	£850 – 2 000

Indicative estimates (independent garage, UK market). Prices vary by region and year.