Nearly 3,000km Driven After Two Months at Home

It’s been a little over two months since the 987 Boxster Spyder arrived at my home. The mileage is approaching 3,000 km. I had previously written a review based on just a test drive, but living with it daily as my own car reveals an entirely different perspective.

I want to share my updated impressions.

The first thing that strikes you is how incredibly light it feels. This is a lightweight and nimble Porsche in every sense of the word. That feeling of lightness grew even stronger recently. Upon delivery, it came with 19-inch sports design wheels standard on Japanese models. I swapped these for the Boxster Spyder–specific wheels from the home market specification.

These wheels are surprisingly different from the Japanese spec. The rims are 0.5 inches wider front and rear, with slightly more offset pushing outwards. The wider rim mildly stretches the tires, slightly increasing contact patch. Plus, these wheels developed exclusively for the Spyder are reportedly 1 to 1.5 kg lighter per wheel. The benefits were clear from the very first roll. Low-speed steering felt markedly lighter, resembling the feel of a Porsche equipped with power steering plus. The rolling sensation was pure agility.

Regarding ride comfort, at very low speeds on rough surfaces, the home-market wheels transmit slightly more vibration, though it’s not particularly unpleasant. On highways and smooth roads at higher speeds, the car is exceptionally stable and glides smoothly—this is where the home-market wheels truly shine. Similar to the effect of Porsche Ceramic Composite Brakes (PCCB), lighter suspension components tend to worsen low-speed ride quality on uneven roads but enhance stability and comfort at speed.

Precision Handling Emerges as Speed Builds

At low speeds, the 987 Spyder’s steering isn’t particularly sharp—more on the mild side. Compared to a GT3, it even feels a bit sluggish in town. So in city driving, it doesn’t differ much from a regular Boxster or Cayman. But as you pick up speed at around 40–50 km/h, the handling transforms into something razor-sharp and incredibly precise. Although other Boxsters and Caymans are supposedly tuned the same way, the Spyder’s transition is distinctly noticeable.

On winding roads, it feels like a fish in water. The hydraulic steering provides beautiful feedback and resistance, with that delightful self-centering feel down the straights. You can sense every nuance of the road and tire grip clearly. Each corner becomes a joy to navigate. The sensation of flicking the car around like spinning a top offers an unmatched thrill. The car’s light weight also keeps roll in check, letting you corner flat and low. It feels as if you’re driving right behind the front tires, creating an intimacy with the car that modern Porsches simply can’t match.

This Is Porsche – More So Than Today’s 911?

Often, Porsche enthusiasts insist the 911 is the pinnacle of the brand. Whenever I write about Boxsters or Caymans, some fans take issue.

But speaking honestly as someone who has experienced every generation of 911, I have a somewhat different take on the modern 911. The signature rear-engine, rear-wheel-drive feel is nearly gone in today’s models. From the air-cooled era up through the 996 and 997, the weight of the rear was unmistakable and the driving experience uniquely “911.” Today’s 911 has evolved so much that it feels like an entirely different Porsche.

That’s not to say the 987 Boxster Spyder feels like a 911 either. But the true old-school Porsche driving character lives far more vividly here. This is likely why so many reviewers and Porsche enthusiasts praise this model so highly. The dealer I bought it from declared, “This is what Porsche driving is all about.” The phrase “wearing Porsche” comes to mind—the Spyder lets you feel that essence more than almost any other car.

Gear Ratios and the Flat-Six’s Live Orchestra

What makes it so delightful goes beyond handling: it’s the gear ratios and sound. Unlike later models since the 981, the 2nd and 3rd gear ratios are not overly tall. This lets you enjoy spirited driving on public roads. The 3rd gear is especially well-sized, making it a pleasure to cruise lightly at mid-range 4,000 to 5,000 rpm—a sensation rare in recent Porsches.

My particular car is fitted with a sports exhaust. Engage it, and you get a truly satisfying soundtrack—not flashy crackling, but not artificially tuned either. It’s like listening to a live performance of the flat-six engine. The smooth, perfectly harmonized tones go on and on without tiring your ears, no matter how long you drive. Lightness, unity, and this sound combine to create what I believe is one of the best Porsches ever. Well, that’s why I bought it in the first place.

A Car That Immediately Bonds With Its Driver

My wife has used an interesting phrase to describe this car—a “friendly companion”. She once said this when driving a Mazda MX-5: the car quickly warms up to the driver, enabling one to feel like it’s your own without hesitation. The 987 Spyder earned the same description.

I understand perfectly. From the first test drive, it felt like a car I’d owned for ten years. It turns exactly as you want, accelerates as you command, brakes precisely where you intend. The bucket seats are somewhat smaller and the seating position a bit higher compared to the 991 generation and newer, but it suits me perfectly. My wife also finds it comfortable to drive.

Recently, I upgraded the seats with Pepita-patterned cushions ordered from a specialist in the UK. These are placed over brand-new OEM foam, enhancing comfort and preventing sagging. The interior brightened instantly, adding a heritage charm and boosting the car’s classic Porsche appeal.

Seat cushions updated to Pepita pattern

If You Find a Good One, You Should Definitely Drive It

This car shines most on winding roads and tours. It’s not that city driving is a problem; the ride quality is by no means bad, and it can handle normal roads well. That said, for casual city cruising, newer 981 or 718 models in stock trim are likely more comfortable. The same goes for a standard 987. The Spyder is tuned and refined specifically for winding roads and touring. At a certain cornering speed, the suspension setup clicks perfectly, revealing the car’s true greatness.

Originally, the Spyder had a minimalist setup—manual soft top, no air conditioning, and no audio system—which made it unpopular at launch. Despite not being a limited edition, only 1,667 units were ever produced worldwide. Now it’s fully reappraised, with almost no examples coming onto the used market. Even then, you might only find one or two cars, and in Japan, the estimate is fewer than 100.

That’s why if you find a well-kept example, I encourage you to buy it. But there’s one condition: don’t buy it as an investment or collector’s item. Drive it. This car’s value lies in the experience it offers behind the wheel. Waiting for prices to climb for resale profits pales in comparison to how much it will enrich your life. This is truly a historic Porsche worth cherishing.

Finally, here’s a friend’s impression. He’s driven many Porsches, including 997 and 991 GT3s and even a 993, and test-drove this car recently:

⁡⁡I somewhat regret test-driving the 987 Boxster Spyder. Perhaps I’ve taken the “Redpill.” This car, with just around 1,600 units globally, isn’t something you can easily test drive. Its appearance is understated, lacking the obvious buzzwords like air-cooled, Metzger engine, or 9,000 rpm. Many would pass it by when parked next to a 911 or other Boxsters. But from the moment you open the door, your perspective shifts. The sensation of its ultra-light aluminum door, starting the engine, turning on the sport exhaust, and stepping into first gear reveals an amazing voice from low to high revs. Taking corners at low speed, it clearly sticks better than a 911. Driving with just the soft top rear section open, like a tarp, is a completely different world compared to simply rolling down the windows on a normal Boxster. Ending the test with a smile, that feeling has lingered days later. Maybe I should have taken the “Bluepill.”⁡

torsche993