One Day, I Took the 987 Boxster Spyder for a Drive

There’s a car that’s long intrigued me. It’s the Porsche 987 Boxster Spyder. Scrolling back through social media, I found a post from autumn 2023 where I said, “I want to drive it at least once.” Two years later, that opportunity finally came around.

That day’s route took me from Rokko Observatory to Arima Onsen and back. Normally, I’d do just one lap and say, “I pretty much get it,” but this time I couldn’t bring myself to get out. I went for a second lap—a rare move for a test drive. That’s how much I couldn’t stop smiling behind the wheel. This car’s reputation is by no means exaggerated.

A Lightweight Porsche Whose Specs Still Shine 15 Years Later

The 987 Boxster Spyder was unveiled at the 2009 Los Angeles Auto Show. Sales began in Europe in February 2010 and it was introduced to Japan that autumn. It’s the ultimate performance variant of the 987 Boxster (2004–2012), but it’s far more than just a hot model. This car is a roadster focused purely on lightweight construction and delivering a raw driving experience.

The vehicle weight is 1275kg (6-speed MT, DIN rating), about 80kg lighter than the Boxster S, earning it the title of the lightest production Porsche at the time. The 3.4L naturally aspirated flat-6 MA1 engine shares lineage with the 997.2 Carrera, delivering 320hp and 370Nm of torque. It sprints 0-100 km/h in 5.1 seconds with a top speed of 267 km/h. Not blisteringly fast on paper, but its power-to-weight ratio is about 4 kg/hp, impressive even by today’s standards.

The lightweight measures are fascinating. Aluminum doors shed roughly 15 kg, carbon bucket seats about 12 kg, Porsche’s lightest 19-inch wheels, and a manually operated canvas top with a carbon frame replaced the electric soft top. Even the air conditioning, PCM unit, door handles, and cup holders were optional. The rear deck features twin double humps and the chassis is lowered by 20mm, with suspension reportedly overseen by Walter Röhrl, who actually purchased this car. That’s why this model continues to be celebrated 15 years on.

Feels Lighter Than the Numbers Suggest, with a Firm Yet Composed Suspension

From the moment I started moving, I could tell the quality of its lightness. Even knowing it weighs 1275 kg, it feels lighter when you drive it. The front end’s responsiveness the moment you turn the wheel, the weight transfer when you lift off the throttle, the nose dive under braking—all reactions are quicker and more immediate.

The suspension is firm, naturally, thanks to the 20mm lowered chassis and dedicated sports suspension. But it’s not just “stiff.” It absorbs inputs from the road, then neatly communicates them to the driver. It’s a suspension with a backbone—a firmness that reminds me of the perfect chew in Sanuki Udon noodles, a Japanese phrase describing something with ideal texture and resilience.

My baseline comparison is the 718 Spyder RS I usually drive. That is also a wonderfully composed suspension, though the 987 Spyder’s is a bit softer. Yet it maintains that backbone perfectly. It smooths out daily bumps and joints without discomfort, while cornering flatly and controlled. For a 15-year-old car, this balance is frankly astonishing.

A Rare Porsche That Makes You Smile Even at Low Speeds

The true magic of this car shines at low speeds. Typically, sports cars really come alive when you’re pushing speed and revs. The 987 Spyder is different. Even at city pace—30, 40, 50 km/h—it responds to steering inputs with pinpoint precision.

While my 981 Boxster GTS delivers that kind of feedback between 60-80 km/h, the 987 Spyder does it smoothly between 30-50 km/h. This matters hugely on public roads, especially in Japan’s strict speed limits. This isn’t a car that only thrives on the racetrack—it’s endlessly fun within the legal speed range.

Another standout was the seating position. Although measurements show little difference versus the 981 or 718, sitting in the 987 Spyder feels somehow closer to the front of the car. It’s as if you’re right behind the front tires. The low bucket seats combined with the 20mm lowered chassis create an intimate connection between steering wheel and front tires.

The exhaust note was perfect too. My test car was fitted with the Sport Exhaust, which wasn’t loud or intrusive. It just raised the volume a notch while preserving rawness. Just cruising in third gear felt like having the perfect soundtrack in the background. Second gear is lower and fun in town, third gear more long-legged. While some find the 981 GTS’s gear ratios a bit stretched, this setup matched my preferences exactly.

A Car That Perfectly Embodies “Wearing a Porsche”

The 981 Spyder is also a wonderful car. I adore that model—the 3.8L NA engine’s sound pressure, the well-tuned but supple suspension, the joy of open-top driving—they’re all top-notch.

Yet after driving the 987 Spyder, I realized the 981 feels like wearing a jacket just a bit too large for my frame. Not unattractive—in fact a nice jacket—but there’s a slight looseness in the shoulders and sleeves.

The 987 Spyder, on the other hand, fits like a bespoke jacket tailored just for you. There’s no better example of the Japanese expression “wearing a Porsche” than this water-cooled generation model that I know of.

Its character is similar to the 996 GT3—sharp front-end turn-in, direct response, and a solid chassis. But the 987 Spyder is far more approachable—not as intense or nervous as the GT3, with a deeper forgiving nature and better ride comfort. It’s a car that lets you enjoy athleticism in everyday use.

I also once drove the first-generation 986 Boxster S. That was a supple, soft, gentlemanly roadster. The 987 Spyder keeps that gentlemanly spirit but increases its agility and sharpness—a true evolution.

Who Should Consider This Porsche?

Since tightening environmental regulations, modern Porsche engines have shifted to turbocharging with restricted sound levels. New models have their virtues, undoubtedly, but for those seeking the raw pulse of a naturally aspirated engine from the “good old days,” pre-regulation NAs have an edge.

The 987 Spyder’s MA1 engine is exactly that—a naturally aspirated flat-6 from a better era. It’s been a while since you could buy one new, and well-maintained examples will only grow more valuable over time.

Manual transmission, open top, mid-engine layout, naturally aspirated flat-6—the combination you can no longer choose new. The 987 Boxster Spyder remains an extremely appealing option for Porsche ownership enthusiasts.

If you value driving enjoyment over pure speed, refuse to give up manual, open-top, and NA engineering, or want a purer connection after experiencing the 981 or 718, this is one of the best choices. On the other hand, if you seek modern safety features, advanced digital interfaces, and absolute long-distance comfort, this isn’t your car. But if you can accept using a map occasionally instead of full nav, this car’s charm will shine for years.

After delivery, I look forward to taking it on tours and sharing my impressions of its long-distance character.