Porsche keeps delaying the 718’s replacement with an EV, which means the Boxster and Cayman siblings get to stick around. The convertible, and later-arriving hardtop, have served as Porsche’s entry-level models since the 986-generation Boxster debuted nearly 30 years ago.
Where the first Boxster built on the 914’s sparse trappings, though, the current generation goes entirely overboard. All the way at the top of the lineup, a Spyder RS can easily eclipse $200,000 thanks to an outrageous GT3 engine shared with the top-spec 911. By comparison, the base Boxster almost seems like a steal.
The base model is not exactly cheap, nearly doubling a Miata’s MSRP. And Porsche’s delayed plan to phase out the model translates to an undeniably outdated interior. But the build quality, spectacular steering and suspension, and glorious stick shift and clutch pedal all coalesce to create nearly the perfect lightweight sports car.
In short: The Boxster survives for at least one more model year, which should be welcome news to Porsche fans. The base model’s affordable price tag and mid-engine performance still combine in stunning fashion. But the Style Edition’s unfortunate aesthetics — and inflated pricing — especially bring to mind the unimpeachable GTS 4.0 trim.
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Excellent mid-engine chassis and suspension -
Steering and shifter among the best in the biz -
Surprisingly roomy for a two-seater, with two trunks too
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Small flat-four engine lacks low-end torque -
Outdated infotainment and center console layout -
Style Edition and options add up quickly
2025 Porsche Boxster Style Edition Review
I recently tested the new Style Edition, a questionable addition to the Boxster lineup. The package adds wheels, stripes and decals, a heated steering wheel, a few other bits and bobs.
But, the price tag for this base car with cosmetic enhancements, which don’t upgrade the 2.0L flat-four, only serves as a reminder that a poverty-spec Boxster might just be the best bang for the buck in the entire automotive industry.
Porsche’s marketing materials showed the new Style Edition package on a Rubystar Boxster with white stripes and wheels. Though undoubtedly bold, the combined effect nailed a certain look. But my press loaner arrived with an even stranger combo: white stripes and decals, a red roof, gray paint, and gold wheels.
The clashing colors, and a price tag with options that skims six figures, make the additional expenditure hard to justify, especially because the bones of the base Boxster are so good. Why add to the price of Porsche’s cheapest sports car?
And truly, those underpinnings remain something special. Nothing else on the market can match the fun factor of a daily driveable convertible with a stick shift that’s built to this level. Even the newest 911 introduces some plasticine details that detract from the traditional Porsche spirit. But the 718’s aging status actually means that fewer budget hits and technological doodads creep into the mix.
Wonderful Feel, Even If It Needs to Rev
Just by pushing in the clutch and flicking through a few gears with the perfectly weighted shift knob, I remembered everything great about older Porsches. Firing up the engine still requires twisting a faux key — rather than the 911, Taycan, Macan, Cayenne, and Panamera’s push-button start.
The little 2.0L mill needs to wind up a surprising amount to produce any power. Luckily, it revs happily. But even at 1,500 or 1,800 rpm, I struggled to get the Boxster rolling without focusing on seriously diligent clutch feathering.
That came as a surprise, since the 911’s 3.0L engine seems twice as powerful at low revs despite gaining only half again as much displacement. Higher up in the rev range, though, near the 7,400 rpm redline, the four-banger transforms in personality.
As usual, 300 horsepower serves perfectly in a car that weighs right around 3,000 pounds. And once I started pushing up to a serious pace, I began to enjoy Porsche’s sublime steering and suspension calibration.
Porsche Boxster Suspension Is Lower but Still Sublime
This Boxster, equipped with Sport PASM (Porsche Active Suspension Management) that lowers the ride height by 10 mm, still allows just enough compliance and body roll to let the chassis communicate weight transfer. As the steering loads up, resistance builds in nearly perfect harmony with grip.
I ripped up and down through the gears, heel-toeing on the downshifts with just a quick flick of my wrist needed to slot the shifter into place. It’s almost frustrating how well Porsche’s best cars drive. Why can’t other OEMs do this?
More Room Inside Than You Would Expect
Plus, for such a small car, the 2025 Porsche Boxster remains surprisingly easy to live with. I fit just fine at 6’1″, with plenty of headroom and knee space thanks to the low seat and compact center console.
The almost cavernous front trunk can fit larger luggage than expected. The rear can, too, though the contents will warm up due to the engine’s proximity.
Even the Sport PASM springs and dampers never tighten up enough to make daily driving on rougher roads jarring. The only challenge for commuting would be the low-end torque — or lack thereof.
More than a few times when I tried to sneak away from traffic at stoplights, I dumped the clutch while revved up to over 2,000 rpm and promptly stalled. For Boxster buyers who actually plan to drive this sports car daily, maybe the PDK automatic makes more sense.
Yes, I Suggested the Automatic
Rarely do I advocate for automatics over manuals, but luckily, Porsche also builds the best dual-clutch transmissions in the business. Then again, this year Porsche offers the lowest number of manual 911 variants in decades, which only makes a stick-shift Boxster even more appealing.
And the spectacular sensation of connection between driver and machine in this throwback of a lightweight mid-engine sports car truly deserves a clutch pedal. No wonder the Boxster helped to save Porsche all those years ago. Arguably, it’s only gotten even better since.
2025 Porsche Boxster Review: Conclusions
Forget the fact that an outdated interior and tech package — including only wired Apple CarPlay via a USB-A plug — make the Boxster seem dated. The whole point of driving a quintessential sports car like this is to enjoy the driving experience. So lay the top back, rev the engine up high, and start sprinting through canyons (and traffic) in pure joy.
Sticking high in the rev range quickly becomes the name of the base Boxster game, though. Maybe the 2025 Porsche Boxster S’s 2.5L flat-four works better, akin to a Subaru WRX versus an STI.
Alternatively, use a Cobb tune for the 2.0L with an exhaust system to amp up the liftoff burble and bang. Better yet, spec a base Boxster as absolutely cheap as possible, and just learn to live with the engine by focusing on the suspension and steering instead.
But I’d argue to skip the Style Edition, or even a lower-spec S. Both start to tally up right near a GTS 4.0’s price tag. And in reality, even if it means stretching the budget a bit, the GTS 4.0’s incredible character definitely deserves the extra money. Either way, the time is now to grab one of the greatest internal-combustion sports cars ever, before the inevitable transition to electrification claims yet another victim.
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