I have a 99 Boxster. I purchased it in Sep 09 with , miles. Today it has just under , miles. I believe it has the original IMS.
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Advanced Search. Mark Forums Read. Page 1 of 2. Thread Tools. I know many of you have older boxsters, please share your thoughts for how long you plan to keep yours running Last edited by dgentileksu; at PM. Cared for properly I know of a daily driver over k miles, many over k. Quote: Originally Posted by dgentileksu What happens when they get over , miles? High Milage Boxster Here California Posts: 2, Joy Ride. Work Horse. All models come standard with a six-speed manual transmission.
The good news is that as well as being a great drive, the Boxster is highly reliable and has an MOT pass rate that ranges from However, Porsche made a surprise move and dropped a 4. This is the biggest engine ever mounted in the Boxster…. With proper maintenance and care, most Porsche vehicles can cross the ,mile mark. However, the longevity of an average Porsche car depends majorly on factors like driving habits, service history, etc. The good news is the Boxster is generally reliable and has aged gracefully.
The M96 range of Porsche engines fitted to the and Boxster up to had a catastrophic engine failure associated with the intermediate shaft bearing or IMS. At the end of the intermediate shaft connecting both ends of the timing chain mechanisms, a low cost, self-lubricated ball bearing style bearing was installed — think of it like a wheel bearing.
Like wheel bearings, the IMS life is limited and it can come apart causing significant damage around the engine. Porsche shipped approx. The M96 engine cars built up to are less susceptible to the failure than the later ones. The early cars were fitted with a dual row bearing that was more reliable then the later single row bearing fitted to the M96 engine after Failure is expensive and usually results in engine replacement.
Most diligent owners opted to preempt the failure and replace the Porsche single row bearing with an LN dual row version. So, replacing the bearing usually brings not only peace of mind, but a financial return when you sell the car. If the bearing has been replaced, there will be a sticker and serial number of the bearing in the engine lid. All the bearings are serial numbered and recorded with LN Engineering.
If the bearing has been replaced in a manual car, you should expect to see that the clutch was replaced at the same time. The M96 and M97 flat 6 engines fitted in the and Boxster are subject to cracks in the liners of the cylinders. Each cylinder bore in the case half is lined with a one-piece sleeve or liner.
The liner material is different from the surrounding case half and sometimes cracks can appear. Results from a crack vary, but typically the most common is coolant loss with subsequent engine overheating. Sometimes, a crack in the cylinder liner can take a considerable amount of running time to fully open and cause problems.
First, note the coolant level when the engine is cold. Take your time here — you want to drive the car for 30 mins. After driving the car let it sit and idle. The front radiator fans should come on and the engine should maintain a steady temp. If the engine continues to warm and will eventually overheat, walk away. Turn off and take a look at the coolant level — it should have risen and be falling back toward the cold level. If the level has gone down or is still at the cold level, there could be a small coolant loss through a cracked liner.
The trained nose can smell coolant from the exhaust when the engine is running. A coolant sample should be free from oil or debris. Let it sit and separate if necessary. A Porsche repair shop can definitely help here. Lift the car and have a listen from below while the engine is running. You might need a repair shop to do that for you.
Much of this is the proximity of your ear to the valve train and the exhaust headers. These engines are famed for cylinder scoring — deep gouges in the cylinder liner, usually associated with a knocking noise and eventually catastrophic engine failure.
The root cause of this issue is open to discussion, however, wear in the piston rings and liners causes the piston to wobble. The wobble occurs at the bottom of the stroke and results in the piston skirt dragging against the cylinder wall thereby scoring the liner.
The rhythmic knock is the piston changing position at the bottom of the stroke and hitting the liner. In many cases, even with the head off the engine, the scoring cannot be seen until the piston is removed — it can be way down at the bottom of the cylinder below the lowest point the rings meet the walls.
Sometimes it can be seen by scoping down the spark plug tube, but the best view without disassembling the engine, comes from removing the oil pan and scoping from the inside. Timing is everything; especially in comedy and engines! The opening and closing of valves, the piston rising and falling in the cylinder and a spark are required at precise times during an engine rotation.
The major moving parts are connected by chains and these ensure the relationship between those moving parts is maintained regardless of the rotational speed. The rotation is measured in degrees of a full circle. So, for example, at degree zero; piston 1 should be at the top of the cylinder and the intake and exhaust valves closed.
This is known as top dead center or TDC. Naturally over time, the components supporting those timing chains will wear — the chain itself, guide rails, tensioners etc.
The engine management system is measuring the angles in every rotation and within a range of angles, can adjust the timing of fuel delivery and spark to compensate for wear changes. However, extended wear can produce an angle outside of the allowed deviation range and a fault condition will be set. The earlier Boxster experienced issues with stretching timing chains and significant wear on the timing guide rails.
This caused a nasty rattle at startup and generally set faults during acceleration. Most of these issues were corrected in later cars, but during the life of an engine you should expect that these vital timing components will wear.
You need a clear picture of where the used vehicle you propose to buy is in this wear process. A competent Porsche repair shop can tell you what the deviation angle between the cam and crank is during a used car inspection. This is a simple read from a diagnostic device and a clear indicator as to the health of the engine timing. The change in angle will affect performance and is almost certainly not something you could pick up on during a test drive of an unfamiliar car.
Replacing the chains, guides and tensioners to correct this problem is not an inexpensive proposition — it is however, relatively straightforward if your budget allows. Before buying any car, it is essential to be certain when the last time the engine management fault codes were cleared and to check the status of the emission monitors. Again, this is easy for a competent shop to check or indeed the DIYer using a handheld scanner. How hard has the car been driven?
Taking the engine to the red line for RPM is a good thing, but going over the red line obviously can cause damage. Give us a call if you need some advice about whether a replacement bearing is a worthwhile upgrade for the particular model you are interested in. The rear main oil seal RMS is prone to failure on Boxsters, which results in oil leaks. Although a new seal costs just a few pounds, the labour charge to replace it is high because the gearbox has to be removed to access it.
However, it may not need to be fixed immediately, as the consequences of RMS failure are usually restricted to a minor oil leak. Waiting to have the seal changed until the gearbox needs to be removed for a bigger job, such as a clutch replacement, is usually a simple way to keep repair costs down.
If you do spot an oil leak when inspecting a used Boxster, it is sensible to get an opinion from a Porsche specialist before agreeing to buy the car. An experienced technician will be able to tell you whether it is a minor problem or a symptom of a more serious and more expensive issue.
Make sure you check the operation of the roof to ensure it goes up and down smoothly. Problems with the mechanism are usually simple and inexpensive to fix, but can be annoying if you only discover them when you want to drop the hood and enjoy some rare British sunshine. More importantly, look for signs of leaks from the roof into the cabin and in particular behind the seats. The rear roof drains can get blocked by leaves and dirt, which results in rainwater dripping into an area of the cabin in which an electronic control unit is located.
It is simple enough to keep the drains clear, but failing to do so can be an expensive mistake. Corrosion is rare on the bodywork of Porsche Boxsters and rust is likely to be the result of poorly repaired accident or paintwork damage. If you spot any during your initial inspection, ask for an explanation and for details of any accidents, subsequent repairs and, if possible, to see the invoices for the work although, as cars of this age can have had multiple owners, the seller may genuinely not know the details.
Similarly, check the bodywork for dents, signs of filler and unusual gaps between panels, all of which can indicate that the car has been involved in an accident. Again, ask for details of how the damage occurred to allow you to make an informed decision about whether you want to buy.
As with any car, suspension components will need to be replaced from time to time. Suspension bushes typically fail every five years, with squeaking noises on uneven surfaces and heavy tyre wear the most obvious symptoms. Broken coil springs are also a common problem, which leads to an unlevel stance and knocking noises when driving over poor road surfaces.
Both the manual and tiptronic transmission on the Boxster are highly reliable, but given the age of the cars, it is unrealistic to expect the whole system to be in perfect condition. Also, the Porsche-recommended service and fluid change intervals for transmissions are quite long, so problems often go unnoticed until they develop into something serious. Signs that repairs may be imminent include a stiff gear change often from 1st to 2nd and a heavy clutch pedal.
The Boxster clutch is exceptionally light and the changes very smooth, so if it is anything less than easy, there is likely to be a problem. One other sign of transmission issues is a clicking noise from the rear of the car while driving or a clunking sound when you turn the engine off.
If you have any doubts about the condition of the transmission, arrange for a full Pre Purchase Inspection by a Porsche specialist. The technician will give you an independent condition report and an idea of the likely repair costs of any problems identified, leaving you better informed to make a decision about how much to offer for the If you have any doubts about how well they respond, head somewhere quiet on the test drive and try an emergency stop — you may be surprised by just how effective they are.
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