2017 Porsche 718 Boxster

First model year of the 982-generation 718 Boxster switched from the naturally aspirated flat-6 to a turbocharged flat-4, a 35-hp gain over the outgoing base engine; base trim rated at 300 hp.

Turbocharging gives the base flat-4 a wide, flat torque plateau versus the outgoing flat-6 — a 74 lb-ft gain widely cited as the year's biggest drivability improvement.

Porsche's own claimed figure for the base 718 Boxster, 0.7s quicker than the outgoing 981 Boxster; the PDK-equipped car with Sport Chrono is quicker still.

The new turbo flat-4 delivers stronger low-/mid-range shove and quicker response than the outgoing flat-6, but reviewers consistently missed the old six's high-rev wail and found the turbo-4's note coarser, denting the sense of polish even as outright performance improved.

Both gearbox choices are class-leading: the 7-speed PDK dual-clutch shifts quickly and decisively with no hunting, and the 6-speed manual has a short, precise, well-weighted throw praised by enthusiast press.

The 718 Boxster is rear-wheel drive only across its entire trim range for 2017 — Porsche reserves all-wheel drive for the 911, Panamera and Cayenne lines, so there is no AWD option at any price point.

For 2017 the lineup is two tunes of the same new turbocharged flat-4 family (300 hp base, 350 hp S) — a single gasoline architecture with no hybrid, diesel or electrified variant; the GTS version was announced October 2017, arriving as a MY2018 model, so 2017 offers just base/S.

EPA combined rating for the base 718 Boxster with PDK, the volume transmission choice; low for the segment band since sports coupes/convertibles skew toward much higher-efficiency 4-cylinder rivals.

EPA city figure for the base 718 Boxster PDK.

EPA highway figure for the base 718 Boxster PDK.

EPA-published total driving range for the base 718 Boxster PDK; modest for the segment given the small 16.9-gallon tank typical of the two-seat roadster body.

EPA annual fuel cost estimate for the base 718 Boxster PDK at 15,000 mi/yr; above the convertible segment's worst-case band because the turbo flat-4 requires premium and returns only mid-20s combined MPG.

Both the 2.0L and 2.5L turbo flat-4 engines require premium (91+ octane) gasoline; no flex-fuel, diesel, or home-charging alternative exists for this gas-only roadster.

NHTSA has never crash-tested the 982-generation 718 Boxster; 2017 is the model's launch year in the US (Wikipedia: 718 Boxster introduced January 2016, on sale as a 2017 model) and, as a low-volume two-seat convertible, it fell outside NCAP's test priorities from day one. Estimated at the segment-typical 4 stars on the strength of standard Porsche Side Impact Protection airbags and reinforced structure, with no tested figure behind the number.

IIHS has never crash-tested any model year of the 718 Boxster and it holds no Top Safety Pick award or published individual crashworthiness results in its launch year — a routine exclusion for low-volume two-seat convertibles rather than a known deficiency, though the soft top also means IIHS's roof-strength protocol isn't run on this car regardless of volume. Scored in the lower-middle of the untested band, just under the fixed-roof 718 Cayman coupe, since the open structure forgoes a roof-crush data point entirely.

The 2017 base 718 Boxster's standard active-safety content is limited to a rearview camera and front/rear ParkAssist sensors. Every meaningful driver-assistance feature — forward collision warning with automatic braking, adaptive cruise control (bundled as the optional "Porsche Active Safe" package), and Lane Change Assist (blind-spot warning) — is an extra-cost option on every trim in this launch year, well short of a comprehensive standard suite.

AEB is available only bundled into the optional Porsche Active Safe package (forward collision warning plus automatic braking); it is not standard on the 2017 718 Boxster and has no independent IIHS front-crash-prevention rating, so real-world day/night pedestrian performance is unverified.

Lane Change Assist provides blind-spot detection via a mirror-mounted visual warning active above roughly 20 mph, but it is an option (not standard) on the 2017 car and there is no rear cross-traffic alert offered on this generation.

The 2017 718 Boxster has no lane departure warning or lane-keeping/centering system of any kind, optional or standard — its only lane-adjacent feature is the blind-spot-style Lane Change Assist, which does not warn on departure or steer.

Adaptive Cruise Control is available as an option (bundled with Porsche Active Safe) with a PDK coasting function in slow-moving traffic, but it is not standard, lacks stop-and-go/traffic-jam capability, and is not combined with any lane-centering "highway assist" behavior in this launch year.

No hands-free highway driving system of any kind was offered on the 2017 718 Boxster.

Bi-Xenon headlamps with integrated LED daytime running lights are standard on the 2017 718 Boxster, a solid mid-tier setup for this launch year, but IIHS has not published headlight ratings for this model so real-world beam performance is unverified.

Top down, the 718 Boxster gives excellent all-around sightlines typical of an open roadster; top up, the canvas roof's thicker rear quarters and integrated rollover hoops create modest blind spots that reviewers note as manageable but present, partially offset by the standard rearview camera and ParkAssist sensors.

The 718 Boxster launched for the 2017 model year (introduced January 2016 at the Geneva Motor Show per the 982 Wikipedia article) as a strict two-seat mid-engine roadster — the engine bay sits directly behind the cabin and the folded fabric top stows where a rear bench would go on other convertibles. No 2+2 or token rear seat has ever existed for the 982-generation Boxster, and this is a structural characteristic present from the very first 718 model year, falling below the 4-5 seat convertible normalization band.

Porsche does not publish a US interior-dimension spec sheet for the 718 Boxster the way sedans/SUVs get one — iSeeCars' 2017 dimensions page and TrueDelta both carry front headroom as 0/N/A for this model year, which iSeeCars itself flags as a 2-seat convertible where such SAE figures aren't standardly recorded. Estimated instead from the 982-generation cabin and roofline, which is unchanged from this 2017 launch year through the pre-facelift run, consistent with the 37.5 in already used for the 2018 and 2020 718 Boxster entries in this dataset.

Also unpublished for 2017 — iSeeCars/TrueDelta carry this as 0/N/A rather than a real figure for the 2-seat convertible. Estimated in line with the 718 Cayman's shared floorpan/wheelbase (42.9 in front legroom, already scored in this dataset for 2017) and the 42.0 in already used for the 2018 and 2020 718 Boxster, since the 982 generation is dimensionally unchanged across these model years.

The mid-engine layout splits cargo front and rear, but the roadster gives up rear-trunk space versus the Cayman coupe (15.0 cu ft combined, already scored in this dataset for 2017) because the folded fabric top intrudes on that compartment — roughly 4.4-4.6 cu ft here against the Cayman's 9.7 cu ft rear trunk alone. The front frunk figure (5.3 cu ft) is consistent across every source checked; the rear figure and resulting total vary slightly by outlet (9.7 vs 9.9 cu ft), so this sits at MEDIUM rather than HIGH confidence. Either total falls below the 10 cu ft floor of the convertible normalization band, so the item scores zero on an absolute measure.

The dual frunk-plus-trunk split is the genuinely clever part of this car's packaging, but everyday cabin storage is thin at launch: two door pockets per side (one with a small spring-loaded expandable lid), a shallow open console tray, and no rear seats or parcel shelf to fall back on. U.S. News' 2017 interior coverage of the sibling 718 Cayman (same cabin) calls storage 'lacking a little bit' and singles out flimsy fold-out cupholders on the passenger side rather than proper cupholders — a widely cited launch-year complaint. That combination keeps this below the competitive-but-unremarkable middle band despite the strong dual-trunk cargo split.

Consumer Reports' 2017 launch road test is unusually direct and positive: the standard sport seats are firm and very supportive with a wide range of adjustment, with the only real knock being that pronounced bolsters can feel confining to wider drivers. That's a strong showing for a fixed (non-adaptive) standard seat, though the same bolstering that helps on a back road is a genuine fit compromise for some body types, which keeps this just short of the top band.

Consumer Reports describes the redesigned 718's taut suspension as delivering tenacious, road-holding grip without punishing occupants — very firm but not overly punishing, exactly the trade-off buyers expect from a sports car. PASM adaptive damping remained optional rather than standard on 2017 base/S trims, so ride comfort is somewhat configuration-dependent, and the car sits a notch below the more isolated fixed-roof 911 on outright compliance.

This is the car's clearest comfort weak spot from launch. The switch to the turbocharged flat-four drew near-universal criticism from the motoring press for its raspy, coarse note at speed — Car and Driver called it "raspy, uncouth... unpleasant and grating" and Top Gear said it "cheapens the Porsche experience" — and no acoustic glass or active noise cancellation was offered for 2017. Working in the car's favor, the fabric top itself seals well with mild wind buffeting, but that partial credit doesn't offset the engine note and road roar that keep this well off library-quiet.

Air conditioning is standard on the 2017 launch-year base Boxster, along with 2-way power sport seats, partial leather with Alcantara inserts, a manual tilt/telescoping wheel, and PCM touchscreen infotainment — an adequate baseline. But dual-zone automatic climate control, heated seats, ventilated seats (bundled with the optional 14-/18-way power sport seats) and a heated steering wheel are all cost options or part of the optional Convenience package rather than standard equipment for 2017, and there's no rear climate zone or remote pre-conditioning on a 2-seat gasoline roadster. That combination of a workable standard baseline with richer comfort features gated behind the options list keeps this mid-band.

The entry 718 Boxster opens at $56,000 before Porsche's $1,050 destination fee for the 2017 model year, well above the $22,000-$55,000 convertible band, so this item bottoms out. 2017 is the launch model year of the 982-generation 718 Boxster (introduced January 2016, on sale for MY2017), replacing the naturally aspirated flat-six of the outgoing 981 with a new turbocharged flat-four - a change year, not a carry-over.

The base Boxster is the volume car, but Porsche's a-la-carte options structure (PDK, PASM, Sport Chrono, Bose, heated seats, metallic paint) typically adds $7,000-$8,500, landing a normally-equipped roadster just under where the Boxster S starts as delivered.

The 4-year/50,000-mile warranty absorbs most repair exposure through 2021, leaving scheduled service (oil/filter, brake fluid, alignment) as the main line at $1,000-$2,500 per dealer visit; year five (2022) falls outside warranty and carries full repair exposure, which drives the jump. At roughly $13,500 this is well above the top of the convertible band, so the item scores zero, consistent with every 718-generation entry in this dataset.

The 718 Boxster is among the strongest value-retaining convertibles sold in America, and because this model year is now nine years old, the figure is grounded in an actual observed used-market price rather than a forward projection.

Porsche's New Vehicle Limited Warranty was 4 years / 50,000 miles for the 2017 model year, unchanged from before and since, matching the German luxury norm and mid-banding the item.

Porsche does not offer a standalone extended powertrain warranty in the US - drivetrain components, including the new-for-2017 turbocharged flat-four, were covered by the same 4-year/50,000-mile New Vehicle Limited Warranty and nothing beyond it. That falls below the 5-year floor of the band, so the item scores zero.

Porsche's policy of including the first scheduled service with a new-car purchase did not begin until model year 2018, so the 2017 718 Boxster - the launch year of this generation - predates that perk and carries none of its own beyond factory-included roadside assistance. That is close to the no-complimentary-coverage floor, but the 4-year/50,000-mile roadside assistance is a real, non-trivial perk, so it sits just above the bottom band.

$64,500 volume-trim price minus its estimated resale value after 5 years (68% retained, or about $43,860) leaves about $20,640 in depreciation. Add the projected $13,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $34,140 in total.

2017 is the launch model year of the 982-generation 718 Boxster and its all-new turbocharged 2.0L flat-four, replacing the naturally aspirated flat-six of the outgoing 981 — a genuine architecture change with no multi-year track record behind it yet, not a carry-over. Consumer Reports has no statistically significant owner-survey sample for the model year, typical for a low-volume two-seat sports car. The most relevant J.D. Power signal is the 2020 U.S. Vehicle Dependability Study, which surveys three-year-old vehicles and therefore covers this exact MY2017 fleet: Porsche placed 4th overall at 104 PP100 — solid, but a step down from the 2nd-place, tied-1st-place standing the brand held in the studies bracketing 2017's launch. Held below the 2018 (77) and 2019 (78) model-year entries in this dataset for the added launch-year risk of a first-year powertrain with less real-world validation, and above the low-40s/50s band because the underlying brand signal is still comfortably top-tier.

Porsche's brand-level dependability standing in the studies bracketing the 718's 2017 launch is about as strong as the brand has ever posted: tied with Lexus for the highest score of any nameplate in the 2017 J.D. Power VDS (covering MY2014) at 110 PP100, 2nd overall in the 2018 study (MY2015) at 97-100 PP100, and 3rd overall in the 2017 J.D. Power Initial Quality Study at 78 PP100 — a top-tier, multi-year dependability record spanning mainstream and luxury brands alike, not just premium marques. Held a point above the 2018/2019 model-year entries in this dataset (84) to reflect that even-stronger bracketing data, and this is a brand-level judgment, not a model-specific one.

The launch model year carries the heaviest recall load of any 718 Boxster model year in this dataset: six separate NHTSA campaigns name the 2017 718 Boxster, versus two each on the 2018 and 2019 entries. Two are side/frontal airbag inflator campaigns (16V946000, 17V134000) where the initiator may fail to ignite in a crash; one is a windshield-bonding non-compliance (17V135000) where the glass could detach in a crash; one is a fuel-collection-pipe fastener fix (17V054000); one is the fuel-system crossmember campaign shared with 2018-2019 cars (19V113000); and one is an airbag ECU capacitor defect that can deactivate or inadvertently trigger the airbags (19V533000). That is three distinct airbag-related actions on one model year plus two fuel-leak/fire-risk campaigns — a materially heavier and more safety-critical cluster than the shift-cable and spoiler-height issues that dominate this dataset's later 718 model years, though every one carries a straightforward dealer fix and none reflects a systemic powertrain failure. NHTSA's complaint database shows only 3 owner complaints filed against the 2017 718 Boxster to date (a PDK 2nd-gear-launch issue, a side-mirror detachment, and premature rear-tire wear) — a low absolute count consistent with this being a low-volume niche car, not evidence the recall record is overstated.

This is the very first model year of the 982's turbocharged flat-four, and it went into the field with zero prior-year ownership data to validate it — the item this dataset's 2018/2019 Boxster entries score at 58 with at least a year or two of real-world exposure behind them, this one does not have. The wastegate-actuator rattle that would go on to define the engine's reputation is documented as present from this exact model year: the actuator sits low in the chassis, exposed to water and road debris, and corrodes into a metallic tap/rattle whose official Porsche remedy is a full turbocharger-assembly replacement. Owner-forum threads on 982-generation water-pump bearing/impeller wear (often replaced proactively by 30-40k miles, with exhaust-removal-dependent labor) and coolant expansion-tank cracking likewise trace back to this launch engine, unchanged through 2019. Porsche's later 10-year/120,000-mile extended warranty on the main water pump/valve block is itself an admission the launch-year design had a real, recurring wear point. No sign of a catastrophic failure mode, so this sits in the mixed-signal band rather than lower, but with the least track record of any Boxster model year in this dataset.

The 982's launch-year cabin carries over the well-regarded 981 architecture with soft-touch surfaces, tight switchgear and a driver-focused layout shared with the contemporary 991.2-generation 911 — reviewers were consistent that perceived material quality sat well ahead of mainstream sports-car rivals at debut. The one launch-year change, the new PCM 3.1 infotainment hardware, was not a material-quality upgrade over what it replaced. Held a couple points below the 2018/2019 entries in this dataset (85) mainly as a launch-year caution given the more limited body of period reviews to draw on, not because the physical materials differ.

Assembly quality signals for the 718's debut are strong — Porsche placed 3rd overall among all brands (not just luxury) in the 2017 J.D. Power Initial Quality Study at 78 PP100, and period owner/press coverage reports no widespread rattle or panel-gap complaints for the new model. Held a few points below the 2018/2019 entries in this dataset (85) for genuine launch-year risk that a later-in-production-run car does not carry: an all-new engine and driveline going down the line for the first time, plus the cluster of early-build recalls (airbag inflators, fuel-pipe fasteners, windshield bonding) that are themselves assembly-process findings from this exact model year rather than design flaws.

Porsche Cars North America ran roughly 190 independently owned U.S. dealerships through the late 2010s (191 confirmed for 2019, the 2017 figure not separately published but consistent with that range) and has ranked at or near the top of J.D. Power's Customer Service Index for dealer service satisfaction across this entire period, giving 718 Boxster owners a smaller but consistently high-satisfaction service network from day one of the model's launch. Held a couple points below the 2018/2019 entries in this dataset (89-90) purely for the lack of a 2017-specific confirmed dealer count, not any known difference in network quality.

Parts are dealer-priced and expensive relative to mainstream brands from this model's first year onward, and the known launch-engine service items — water pump access and the turbocharger-assembly replacement that is the official wastegate-rattle remedy — require significant labor including exhaust removal on some jobs, driving repair bills well above segment norms. A mature independent Porsche specialist network and enthusiast aftermarket partially offset cost. Held identical to the 2018/2019 model-year entries in this dataset (46): the parts catalog and labor structure for this launch-year engine are the same ones those later years inherited.

The 982-generation 718 Boxster launched for 2017 with a 7-inch PCM 4.0 display as the sole screen size across the range — there was no larger option at any price. It sits at the absolute floor of the convertible normalization band (7–15.5 in).

PCM 4.0 was brand-new for the 2017 718 launch and Porsche marketed it as "state-of-the-art" with proximity sensing and multi-touch gesture control, a real step up from the 981's PCM 3.1. It also keeps a full row of physical climate and shortcut controls beneath the screen, so the ergonomic fundamentals are sound. It is held back by a small, moderate-resolution 7-inch panel that already read as compact next to same-year German rivals fitting 8-plus-inch screens.

Apple CarPlay was not even standard on the 2017 launch car — it shipped only inside the extra-cost "Connect" module, wired-only, and Android Auto was never offered on the 982 at any price. That is a step below the wired-standard band: a buyer who skips the option package gets no phone-projection at all.

The volume-spec 2017 Boxster ships with no navigation and no voice control at all — both live in the optional navigation module. When ordered, that module adds real capability for the era (2D/3D maps, voice-guided destination entry, three years of free map updates), and the Connect Plus extension layers on WiFi and an LTE data connection. But since none of it is standard, most base cars leave the factory with neither native voice control nor built-in maps.

Both step-up audio systems were available from the 718's first year: a Bose surround system and the flagship Burmester setup, sold alongside the standard 110-watt Sound Package Plus. The Burmester option was a genuinely high-end fit for a car in this price class. It doesn't reach the top band because the good systems cost extra and the Boxster's droptop cabin and fabric roof are a tougher acoustic environment than a fixed-roof coupe.

The 2017 718 Boxster kept Porsche's traditional three-dial cluster — an analog center tachometer flanked by an analog speedometer, with a single small TFT screen on the right for trip computer and PCM info. It's classic Porsche and legible, but as a technology item it's mostly analog with one auxiliary display, and no full-digital cluster was offered on the 982 at launch or afterward.

No over-the-air update path existed on the 2017 718's PCM 4.0 electronics. The navigation module's map refreshes were delivered as free updates "within the first three years," but nothing in the launch materials or subsequent documentation describes wireless delivery — updates were dealer- or media-installed, not pushed to the car, and no vehicle-function software update ever arrived remotely on this platform.

Porsche Car Connect launched with the 718 as part of the optional Connect module, so it wasn't built in — but where fitted it was a reasonably capable app for 2017: trip data, vehicle locate, door/roof/trunk status, remote horn/lights, navigate-to-car, maintenance reminders, and an SOS/breakdown call. It falls short of a top score because it required a paid option, and there is no remote start, no remote climate, and no phone-as-key.

Thin even by 2017 two-seater standards: the base PCM setup included only two SD card slots, a CD/DVD drive and a universal audio interface — the iPod-capable USB port was bundled into the optional Connect module rather than standard. No wireless charging existed on the platform at any price, and there is no second row to serve, but a car with no standard USB port at all sits at the bottom of this item.

The volume-spec 2017 Boxster uses a traditional key inserted left of the steering wheel — Porsche Entry & Drive proximity/push-button start was a cost option from launch, not standard. There is no phone-as-key on the 982. It picks up a few points for a roadster-specific convenience: the top can be raised or lowered remotely from the key fob.

One of the 718's genuine 2017 upgrades: Porsche made Park Assist front and rear with a reversing camera standard equipment at launch, an explicit improvement over the outgoing 981 where it had been optional — notable in a car whose raised fabric roof badly pinches rear three-quarter visibility. It stops short of a top score because there was never a Surround View or automated-parking option on the 982.

No head-up display was offered on the 2017 718 Boxster at any trim or price — it's absent from the launch press materials and every subsequent piece of 982 option literature. The low cockpit and cowl packaging never accommodated a HUD projector on this platform.

The 2017 718 Boxster is a strict two-seat mid-engine roadster with no rear seats or LATCH anchors, so there is nowhere to mount a car seat and no way to carry a child passenger at all.

ABS, PSM stability control, front/side/knee airbags, integrated rollover hoops, and a standard rearview camera with front/rear parking sensors are all included, but key ADAS like adaptive cruise control and blind-spot (lane change assist) remain extra-cost options, the car is untested by IIHS/NHTSA, and the format offers zero family utility regardless.

With no rear seats at all, the Boxster cannot transport a family of four for any distance — this use case simply does not apply to a 2-seat roadster.

The launch-year 718 Boxster is regarded as one of the most livable daily sports cars: light steering, a compliant base suspension (PASM adaptive dampers optional), a smooth 7-speed PDK option, and good outward visibility with the top down — offset by firm ride on the optional sport suspension and a low seating position that adds mild ingress/egress fatigue.

EPA-rated 22 city/29 highway/25 combined mpg with the PDK automatic (2.0L turbo flat-4) on required premium fuel is below average for a commuter car overall, and Porsche maintenance/tire/service costs run well above segment norms.

A compact 172.4-inch footprint and a tight 36-ft turning circle make the Boxster easy to place and park in the city, helped by a standard rearview camera and front/rear parking sensors; top-up rear visibility is still narrow.

No tow rating, no bed, and only two small trunks — the Boxster has essentially no fitness for hauling or towing work.

The turbocharged flat-4 and chassis are well engineered, but this is a low-volume launch-year luxury sports car with no fleet-use track record and an interior/finish not intended for abuse.

No tie-downs, no rack mounting points, no upfit ecosystem, and washable surfaces are irrelevant to a leather-trimmed 2-seat convertible.

Porsche's sport seats are genuinely comfortable over long stints and the ~16.9-gal tank at 29 hwy mpg gives roughly 450+ mile highway range, but road/wind noise with the top down and firmer optional suspensions dent endurance, and adaptive cruise remains an extra-cost option for 2017.

Rear-wheel drive only with roughly 3.9-inch ground clearance makes the Boxster strictly pavement-bound — no AWD option and no ground clearance for anything beyond a smooth gravel driveway.

The dual-trunk layout (front + rear) gives a usable ~9.7 cu ft combined for a 2-seat roadster, but fixed non-folding seats, no roof rails, and no hitch option mean bulky gear simply does not fit.

2017 is the launch year of the 982-generation 718 Boxster, and Porsche used the switch to turbo flat-fours as cover for a broader chassis revision: completely revised suspension tuning, a stiffened rear subframe cross member, wider rear tires, and an optional PASM sport suspension, all riding on the same near-ideal 45/55 front/rear mid-engine weight distribution as the outgoing 981. Reviewers were unanimous that none of the 981's poise was lost in the switch — Auto123's first drive called cornering grip and control 'superb' with 'virtually no body roll.' Scored one point under the structurally stiffer 718 Cayman coupe launched the same year: the roadster body gives up real torsional rigidity versus the hardtop, a small but non-zero deficit at the limit. No GTS trim exists yet in the 2017 lineup (it arrives for 2018) so Porsche Torque Vectoring is an option on the S only, not standard anywhere in the range.

New for the 718's 2017 launch: an electromechanical rack adopted from the 911 Turbo, 10 percent more direct on-center than the outgoing 981's system, and immediately regarded by reviewers as class-leading — 'near-telepathic' turn-in with immediate response, per Auto123's first drive. Weighting builds honestly with cornering load and returns enough texture to read what the front tires are doing, with no engine mass over the nose to muddy the picture. Held just under the handling score only because no electric system fully recovers the granularity of Porsche's older hydraulic racks.

The 718's 2017 launch brought a brake upgrade across the board: four-piston aluminum monoblock fixed calipers on 330mm (13.0 in) front rotors and 299mm rear rotors, larger than the outgoing 981 Boxster's discs and sized to match the extra torque of the new turbo engines. The result is a firm, short-travel, easy-to-modulate pedal with no road-going fade concern in a car weighing roughly 3,000 lb (PDK). Held just under the top band because the standard cast-iron rotors are what eventually complains on sustained track laps, PCCB carbon-ceramics (350mm at all four corners) are a costly option, and no GT-badged 718 exists yet to push the ceiling higher.

Judged purely on calibration the launch-year base 718 Boxster is good but not top-band. Tip-in is crisp and Dynamic Boost holds the throttle plate open through brief lifts so boost stays on tap; Porsche's press materials cite peak torque available from as low as 1,950 rpm on the base 2.0L (280 lb-ft) and 1,900 rpm on the S's 2.5L (309 lb-ft), giving strong response without needing to rev out. Two things keep it out of the top band: genuine softness below roughly 2,000 rpm from the single-turbo 2.0-liter flat-four in the volume base trim, and the fact that the six-speed manual is the standard gearbox for 2017 (7-speed PDK is optional), so the representative car exposes the engine's tall gearing rather than an automatic masking it.

This is the clearest weakness of the 2017 launch: the switch from the outgoing flat-six to turbocharged flat-fours across the entire base/S range drew near-universal criticism of the new engine note, and 2017 is the year that criticism was freshest and least tempered — the naturally aspirated flat-six that would return with the 2020 GTS 4.0 does not exist anywhere in the 2017 lineup. There is no vibration through the wheel or pedals and the engine is mechanically smooth, but the turbo-four's voice under load is coarse and boomy, and in a mid-engine roadster it plays directly behind the driver's head with only a fabric roof (or nothing) between it and your ears.

A 36-foot circle is mid-pack for a compact two-seater — respectable in absolute terms but no better than a mainstream sedan despite the 718's short wheelbase, because a wide front track and fat front rubber consume the steering lock a short wheelbase would otherwise buy. The 2017 718 launch lineup was never offered with the rear-axle steering that shrinks the 911's low-speed circle.

One of the best driving positions offered at any price for 2017: you sit very low with the wheel falling straight into your lap, the pedals are squarely aligned for heel-and-toe (which matters when the manual is standard), and seat and column adjust through a wide range. The 982's redesigned dash — new for this launch year — keeps an analog center tachometer plus the new PCM infotainment system with physical buttons and rotary controls for climate and chassis functions, so nothing hides in a submenu, and the new 918 Spyder-style steering wheel adds a mode-switch dial on Sport Chrono cars. Points come off for the deep sill and low bucket that make ingress and egress awkward, thick rear three-quarter blind spots with the roof up, and near-zero cabin storage.

The 718 Boxster is the car enthusiasts reach for when the 911 is out of budget, and its launch-year 2017 reception bore that out immediately — then the roof folds away and adds the open-air dimension the Cayman coupe cannot offer, which is why it scores above its own coupe twin here. It is fast enough to be genuinely exciting at public-road speeds rather than needing a track to come alive, and it stays playful without ever feeling nervous. The related 718 Cayman was named Motor Trend's 2nd-best Driver's Car of 2017, and Motorverso's contemporary review of the S variant called it 'faultless, fantastic and very fast.' It scores a shade below its later-generation self mainly because the turbo-four soundtrack (9.2.2) is unrelieved by any flat-six alternative or GTS/GT variant anywhere in the 2017 lineup, which slightly undercuts the occasion compared to the cars that would follow from 2018 on.

Base 718 Boxster starts around $57,050 but standard content is thin: partial-leather seats, a 7-inch touchscreen with Bluetooth/USB, PSM stability control — items rivals bundle standard (heated seats, LSD, adaptive dampers, navigation, parking sensors, paddle shifters) are all cost options, a longstanding Porsche criticism.

The mid-engine chassis, retuned suspension, and 300 hp turbo-four (350 hp in the S) deliver genuine class-leading dynamics and real world-vs-981 pace gains, but the option sheet inflates a well-equipped car well past $70K, so content-per-dollar is fair rather than a bargain against six-cylinder rivals like the Z4 or Cayman-adjacent 911.

For MY2017 the range is just base 718 Boxster and Boxster S, each with manual or PDK — a real but narrow spread with no lower-cost entry point and no GTS yet (the GTS was announced in October 2017 as a subsequent model-year addition, not part of 2017 production).

718 Boxster/Cayman combined volume actually declined versus 2016 even as Porsche USA overall hit a sales record in 2017, making the roadster a steady but not standout mid-pack seller within its niche sports-car segment.

Porsche remains one of the most aspirational brands in the US market with strong resale and a loyal following; the 718 Boxster carries the full weight of that halo as the brand's most accessible sports car.

Porsche dealers historically hold the line on 718 pricing with minimal incentives given strong demand and record brand-wide sales in 2017 — buyers should expect near-MSRP transactions rather than meaningful discounts.

The 982-generation 718 Boxster launched for MY2016 with an all-new turbocharged flat-four powertrain, retuned suspension, reworked styling and PCM 4.0 infotainment; 2017 is only the second model year of this generation, so the platform is current with no redesign imminent.

The 718 generation was a Car and Driver 10Best and Editor's Choice pick and the Cayman variant took Motor Trend's 2nd-best Drivers Car award in 2017, with reviewers consistently praising handling and throttle response despite near-universal criticism of the turbo-four's exhaust note.