996 TURBO BUYER’S GUIDE

PROJEKT LIMONCELLA
The crazy story of a 993 rescued… from the water!

www.total911.com

YEARS
OF

THE ULTIMATE CELEBRATION OF THE POPULAR

MODERN CLASSIC 911 – EVERY MODEL COVERED

9 97 C E L E B R AT I O N I S S U E

• 997 GTS MANUAL V PDK • 997.1 CARRERA: BEST-VALUE NEUNELFER? • HISTORY & LEGACY OF THE SIXTH-GEN 911

ISSUE 242
PRESERVING LIVING
HISTORY THE LEGEND
Makellos Classics’ mission to Real-world owner reports from
maintain the earliest 911s right around the world

Welcome t’s not often Porsche gets it wrong. When it comes
to the development of its sports cars, I can think
of only three such occasions in the company’s
76-year history: the first was ditching the manual
gearbox for its GT3, which happened with the
991.1-generation. Next was the turbocharged flat
four engines used for the early 718 Boxster/Cayman
era. The third was the 996’s one-piece headlight styling, which
would colloquially come to be known as a ‘fried egg’ design.
Of course, Porsche never readily admits to such an error of
judgement in regards to the direction it takes with its sports
cars. Instead, the company simply and subtly returns to the
status quo with subsequent iterations. Cases in point: the
991.2 GT3 got a manual gearbox, the 718 soon got a nat-asp
flat six engine, and the 996 got… the 997.
Porsche’s 997 returned the 911 to a traditional front-end
styling that the company has never deviated from since, the
lesson having been well and truly learned with the 996 which,
“Though Porsche considers
it a classic today, the 997
was the first modern 911”
Facebook Twitter YouTube
/total911magazine @total911 /total911magazine
3
despite rising up the ranks of popularity some 25 years later,
still has its detractors.
The magic of the 997 isn’t found solely in its front end
aesthetics. Inside, the cabin carries a more traditional feel,
while use of better materials means it feels more lavish… more
Porsche. Generally, there’s a higher quality to the 997, with
panels gaps and shut lines greatly improved over the 996 too.
Although Porsche considers it a classic today, the 997
was the first modern 911, evolving the Neunelfer’s arsenal
to include what have since become technological mainstays
such as Sport Chrono, PASM and switchable mapping. Plus
it started the proliferation of the model line-up to include
the Carrera S and 4S alongide the Carrera from the get-go.
The 996 helped save the 911, but the 997 would help shape
it – physically and metaphorically – for the next 20 years. That
it’s one of the most popular and admired 911 generations is not
without merit, and we’re delighted to pay homage to its 20th
birthday in this special issue of the magazine. Enjoy.
LEE SIBLEY • Editor at large
E: lee.sibley@futurenet.com
www.total911.com
Visit us for up-to-date news and debate
4 Bisenzio River, Tuscany, Italy

Photograph by Paolo Iacometti

Rarely will you find a greater story of

triumph over adversity. What you’re
looking at is a Porsche 993, plucked
from the river bed after four-and-a-half
years underwater. Marking the start
of an incredible story of revival, as
told by its inspirational owner, Projekt
Limoncella can be found on page 46.
5
6 Contents

Contents I S S U E # 2 4 2 M AY 2 0 2 4

ESSENTIALS F E AT U R E S

Update 997.1 Carrera: 20 years on

8 A comprehensive round-up of your latest Porsche-specific news, 16 Two decades after it was first launched, what legacy has the early
including a look at unique Porsche for sale around the world Gen1 997 made for itself?

History of the 997

Views 20 We look at every model and key technological breakthroughs from the
10 Highlights from your Porsche correspondence Gen1 and Gen2 997 era, plus where values have gone since
via email, social media and Total911.com
38 997 Turbo and GT3 buying tips
26
Subscriptions The Turbo and GT3 models are always highly sought-after iterations of
44 997. Our experts reveal what to look for if you’re in the market for one
Become a loyal subscriber and get the
magazine delivered right to your door
38 Top 997 Upgrades
32 The 997 excels in stock form, but if you’re hankering
Living the Legend to get fettling then these are the upgrades to consider
72 Real-world reports from our global
collective of 911 owners 997 Carrera GTS: manual vs PDK
34 A manual, rear-wheel-drive GTS Coupe is something of a unicorn 911. So
how does it compare to an otherwise identical PDK equivalent?
Premier Porsche
83 All the industry contacts you need to buy, Projekt Limoncella
tune, restore or upgrade your Porsche 911 46 It’s the most extraordinary Porsche story you’re likely to hear: Paolo
Iacometti explains how he rebuilt a 993 after hauling it from a river bed

Data file
84
Stats, specs and updated market values
Porsche index: 996 Turbo
56 Follow our advice, buy the right one and a 996 Turbo delivers you
for every 911 model from 1963 to 2024
supercar-spec performance for modern hatchback levels of spend

Porsche Moment Preserving Porsche history

98 64
Total 911 studies the details behind a significant Total 911 visits Makellos Classics to study its programme
snapshot from Porsche’s fascinating past of restoring long-bonnet Porsche 911s in the SoCal area

YO U R 9 1 1 H O M E
For Total 911 back issues & subscriptions
visit www.magazinesdirect.com

20 26
 7

34

56

46 64
 8 Update
Update Latest news, key dates, star products & race results from the world of Porsche
TECHART reveals most powerful 911 yet
The specialist Porsche tuner has launched a GT Street based on the 911 Turbo S that’s good for 789bhp!
German tuner TECHART has revealed its latest GT
Street model. Based on the 992 Turbo S, the GT
Street R Touring is said to have been built “solely
for performance enthusiasts”. Its dramatic styling
has an aerodynamic focus that’s supported by an
enormous power output of 789bhp in its highest
state of tune. This makes it the most powerful
upgrade ever offered by TECHART. Following in
the tyre tracks of previous GT Street 911s built
in Leonberg, the GT Street R Touring is a limited-
edition affair – just 25 are set to be made.
Dominating the changes on the GT Street R
Touring is a bodykit that prioritises aero flow.
Comprising 40 unique components, it includes a
front apron, bonnet air duct, carbon-fibre wings
(with integrated vents), side skirts, a rear diffuser
and an all-new, multi-part, carbon-fibre ducktail rear
spoiler. Much of the bodykit can be customised and
finished in either gloss or matte effect. Arguably the
most impressive element is that race-inspired rear
spoiler. It’s said to be an astonishing 60 per cent
lighter than the factory wing that it replaces, and it
offers increased engine cooling. That’s important for
what we need to discuss next…
Two states of tune are on offer for the twin-
turbocharged, 3.7-litre flat six engine. The first
‘power kit’ produces 700bhp and 899Nm of torque,
adding 60bhp and an additional 100 of torque to
the usual Turbo S numbers. Meanwhile, the highest
output results in an eye-watering 789bhp and
950Nm – that’s a 150bhp and 149Nm increase
over the factory Turbo S. Once transmitted to the
road though all four wheels, the GT Street R Touring
can reach 0-62mph in just 2.5 seconds before
going on to achieve a top speed of 217mph. Several
mainstream automotive channels have already
pointed out that it’s faster than a Bugatti Veyron to
62mph, while its top speed matches that of the new
V12 hybrid Lamborghini Revuelto.
Naturally, TECHART is a little guarded on the
finer details. However, Total 911 understands that
the extra power comes through reworked internals,
and a combination of ECU, turbocharger, gearbox
ratio and revised airflow work. There’s also an
in-house developed, hand-welded, sports exhaust
system. It’s fitted with switchable valves for volume
control and is said to emit an “unmistakable
immersive soundtrack”.
Ensuring that the car handles as well as it
accelerates and sounds, the GT Street R Touring
has a wider front track (up 30mm) and sits 25mm
lower than standard. Optional adjustable coilover
suspension and staggered 20- or 21-inch diameter
forged lightweight centrelock wheels are other
noteworthy chassis tweaks. The car retains the
Porsche Noselift system from the factory donor.
Inside, things aren’t quite as outlandish as
they are on the outside, but there’s an exclusive
package available to owners who want to take
things further. The interior changes comprise
colour-coded accents, TECHART embossing,
alongside lashings of leather and Alcantara. The
custom stitching we’ve seen in previous GT Street
models is joined by aluminium and carbon pieces,
while GT Street stitching in the front headrests
finish things off nicely.
As you might imagine, this doesn’t come cheap.
Porsche will ask at least £180,600 for a standard
911 Turbo S. On top of this comes the cost of the
TECHART GT Street R Touring conversion, which
starts at £83,732. Deliveries are anticipated to begin
in May. For more information visit www.techart.de.
Falken commits to ‘Ring amid feud
What’s going on at the Nürburgring? Falken Motorsports has made its position
clear, committing to race a pair of 992 GT3 Rs on the Nordschleife in 2024
An ongoing feud between two endurance racing “fly aways” at venues including Indianapolis. The “With a year of experience running the 911 GT3
bodies has left the future of motorsport at the new order of things had left many wondering which R (992), we’re looking forward to getting back out
Nürburgring-Nordschleife in doubt. The VLN, organiser would prevail, and where some of the on track as a Porsche customer team,” said Stefanie
organisers of the Nürburgring Langstrecken- Nordschleife stalwarts – including several Porsche Olbertz, Falken Tyres’ motorsport manager. “We learnt
Serie (NLS), and AvD, the people behind the customer racing teams – would end up competing. a lot last year, picking up a trio of podiums, and we’re
Nürburgring Endurance Series (NES), were at Happily, Falken Motorsports has announced ready to fight at the sharp end once again.”
loggerheads over the winter period. that it’ll have a tyre in both camps in 2024. Falken For Falken, part of the major appeal of racing
The feud between the two endurance racing will contest both the 2024 NLS season and ADAC in the Nürburgring’s high-profile endurance
championships has resulted in a split between Ravenol 24h Nürburgring with a pair of 992 GT3 Rs, championships is the ability to run 911s on its own
races. The 2024 NLS calendar will now comprise six competing in the SP9 Pro category in what promises tyres. The outfit’s motto, “From racetrack to road”,
NLS races held across five weekends, including the to be another action-packed year of racing on the has long underpinned its relationship with the
ADAC 24h Qualifiers, traditionally held before the Nordschleife. Its 2024 driver line-up is set to be NLS, providing a technology transfer between the
Nürburgring 24 Hours (N24) – the circuit’s main announced soon, and it’ll be the second season track and the road. For those unable to make the
annual event. However, the N24 itself will form part that Falken drivers have competed in the latest pilgrimage to ‘the Green Hell’ in person, Falken’s
of the Intercontinental GT Challenge calendar for GT3 R – a 14th season as a Porsche customer support of the NLS livestream will once again prove
the first time, before that championship takes in team for Falken Motorsports. vital. Visit falkentyre.com for more details.

Bergmeister gets exclusive RS Puma x Porsche Collection breaks cover

Jörg Bergmeister has paid homage to a unique piece Puma Hoops and LaMelo Ball have collaborated with
of racing history with a Sonderwunsch 911 GT3 RS Porsche, merging the worlds of basketball and sports cars
Jörg Bergmeister has created a unique 911 Drawing inspiration from the Porsche 911
GT3 RS with the help of Porsche Exclusive Turbo, the Puma x Porsche Collection is
Manufaktur and the Sonderwunsch team. a striking blend of race-inspired graphics
The former 24 Hours of Daytona race and bold yellow and black highlights. It’s
winner has marked the 20th anniversary anchored by two high-performance Puma
of his endurance racing victory in style, Hoops shoes: LaMelo Ball’s signature
thanks to his old team mate, Michael MB.03 and the groundbreaking All-Pro
Schrom. “The idea came from Michael in 2022,” Bergmeister said. “When he Nitro. The LaMelo Ball x Porsche MB.03
heard about the new GT3 RS he pointed out that the following year was the signature shoe is finished in yellow and
20th anniversary of our win at Daytona in a GT3 RS. It was perfect timing.” black, paying homage to Melo’s “01 of One”
The 2003 Daytona winning car – a 996-generation customer racer – was style and the iconic 911 Turbo. Packed with Puma Hoops tech, the MB.03
painted Riviera blue and Racing yellow. Working with the Sonderwunsch offers durability and grip wrapped in an ultra-lightweight package. Meanwhile,
team, a design that closely replicated the original livery was created, with the Puma x Porsche All-Pro Nitro features similarly bold colourways, and
unique elements added to mark that special win. This included a carbon again this is a shoe packed with innovations, including Nitrofoam.
fibre door sill panel, the lettering on which emulates the engraving on the The Puma x Porsche collection extends to hoodies, jackets, T-shirts, shorts
Rolex watches awarded to winners of the Daytona epic. After a year-long and joggers, and will resonate with basketball enthusiasts and Porsche fans.
wait, Bergmeister was presented with his bespoke RS in Zuffenhausen in The collection costs between £35 and £135, and is available at puma.com,
February – by happy coincidence on his 48th birthday. porsche.com, porsche-design.com and at Porsche Design retail stores.

News in Brief
993 GT2 R on the marketplace Get your hands on a 992 Martini key fob
Paragon Porsche is offering a rather special 911 for sale. One of only 78 built, this This Martini Design for your 992 key fob is one of four new 911 casings, all of which
993 GT2 R was run by Parr Motorsport in the 1996 BPR Global GT series. It was are the perfect accessory for any self-respecting Porsche enthusiast. Alongside the
subsequently upgraded to Evo specification by Roock Racing, which ran it in the FIA Grello Design, 917 Salzburg Design and Racing-design, the Martini version will cut a
GT Championship dash on the pub table. Costing £125, it’s easily fitted to your current fob and features
between 1997 and a scratch-resistant finish. Search for item number 97104480201 at shop.porsche.com.
1999. Retired in 2000
and fully restored in
2016, it’s remained
unused since.
The asking price
is £999,995. Visit
paragongb.com for
more details.
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Bath, BA1 1UA, UK

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If you submit material to us, you warrant that you own the material and/or have
Are any 911s undervalued?!
the necessary rights/permissions to supply the material and you automatically
grant Future and its licensees a licence to publish your submission in whole or Dear Sir, to the other. It’s these anomalies that we like
in part in any/all issues and/or editions of publications, in any format published
worldwide and on associated websites, social media channels and associated I read lots on values of Porsche 911s and have seen to pick out in the magazine, and which create
products. Any material you submit is sent at your own risk and, although every
care is taken, neither Future nor its employees, the market for many of these cars rise over the areas of ‘undervalue’.
agents, subcontractors or licensees shall
be liable for loss or damage. We assume all past 10 years or so. Back in the day, you could buy Right now, a prime candidate for being
unsolicited material is for publication unless
otherwise stated, and reserve the right to edit, a cheap 911, but it seems those days are long gone. undervalued is the 993 Carrera. It’s been
amend, or adapt all submissions.

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I wondered if you think there are any 911s out
there that are actually still undervalued? If so, do
you care to share?
Wes Fogden
The Porsche Marketplace is moving all the time,
with values of different 911 models (and there
are literally hundreds) constantly adjusting.
These adjustments may cause odd gaps where,
for example, one model shoots up in price,
while a very similar model doesn’t. Similarly,
price points of models can clash or become
overlapped, even though one is clearly superior
comprehensively overtaken in values by the
964, yet the 993 is a superior 911 dynamically,
carries the cachet of being the last air-cooled
911 ever and, crucially, it’s the rarest generation
– there are fewer 993s around than any other
Porsche 911 era.
The counter-argument is, is the 993
undervalued, or is the 964 overpriced? We
think a bit of both: 964 values are over-inflated
and have been for some time, while the 993
continues to be undervalued but also largely
overlooked by those wanting an air-cooled 911
experience. I hope this helps, Wes!
12 Views

911 ownership comparison

Dear Sir, As an example, the 40 Jahre that I bought amazing experiences a 911 will offer you in our
A long time ago I remember reading an article in last year from Paragon via the 9WERKS mythical five-year ownership window. Sure, a
Total 911 that detailed the costs of ownership of a Marketplace came with a 12-month warranty, hot hatch will be fun, but there’s nothing quite
used 911 versus a regular four-door saloon. I think which has correlated to a year’s free motoring like a road trip in a Porsche 911 – or a track
the saloon owner was projected to be a school – exceptional, given that the car was 20 years day, for that matter! These are the things you
teacher. He buys new with finance versus owner “B” old at the time. Naturally, on top of the financial can’t put a price on. The answer, to my mind,
who buys a nice used 911. In the end the saloon’s incentive, one must also consider all the is pretty straightforward.
cost of ownership is more over five or 10 years (I
forget which), mainly due to depreciation. Then
the teacher has to start all over again and the 911
is worth about the same as originally purchased.
Even after some higher running costs the total cost
of ownership was lower. The reasons for wanting to
locate the article are probably fairly obvious!
Would it be a useful piece to revisit with current
car prices and loan interest rates, using a good,
used 996/997 as reference?
Andrew Hobin

It’s a great idea for an article Andrew, and

absolutely will still ring true in today’s climate.
The purchase price between a used 996/7 is
similar to (or even less!) than a modern-day hot
hatch, which will only depreciate in the ensuing
five years, whereas I can’t think of any 911
outside of the 991/992 line-up which won’t at
least hold value during that time.
The key, of course, will be buying a good
example of 911. Many independent specialists
offer a long-term warranty for peace of mind.

When will the 992.2 arrive?

Dear Sir,
I really enjoyed the issue looking back on the 992.1
generation (it feels funny to now refer to the era as
that!). I think the new stuff gets a bit of a hard time,
but actually it’s brilliant. I enjoyed my 992 Carrera S,
GTS and now Carrera T. It feels like it’s three cars in
one, whereas the older 911s are a little more one-
dimensional, to my mind.
I’m excited for the 992.2 and wondered if there’s
an update on when we can expect it to arrive?
James Muitt

We previously mentioned in this very section

of the magazine that the 992.2 is expected to
arrive by summer 2024. This was very recently
confirmed by Porsche CEO Oliver Blume during
the press conference for Porsche’s fiscal year
2023 results.
Blume also confirmed the 992.2 will feature
hybrid technology – again, as previously
revealed in Total 911. The hybrid technology will
not be a plug-in but rather a regenerative motor
used to boost the 911’s power, in partnership
with its traditional internal combustion engine.
This technology will be used on the 992.2
Carrera range and possibly Turbo. The GT cars
will remain as naturally aspirated ICE vehicles.
 14 Spotted
S otted Total 911 assesses the rare and unusual
Neunelfers currently for sale from around the world
W
e don’t usually do requests here at
Spotted. However, when the Editor
suggested a 997, given this issue’s
theme, we were only too happy to go hunting.
Wormholes are always an issue when
researching this column, so after many hours
of looking through countless ads and finding
relatively ordinary Carreras (and marvelling at
how affordable they are), we finally chanced upon
something a little bit different at Cameron Sports
Cars. Indeed, they’re not short of choice of 997s
right now, with a fantastic Gen2 GT3 in red, the
unicorn 997 that is a manual Carrera GTS Coupe,
a Gen1.5 Turbo Cabriolet as well as a fine selection
of Carrera Coupes and Cabriolets to pick from.
Photography courtesy of Cameron Sports Cars
However, one 997 piqued our interest more than
most: a 997.2 Targa 4.
The 997 Targa is often overlooked and we’re
not sure why. Perhaps because there are so few of
them? Indeed, you’ll find many more GT3s came to
the UK than Porsche’s hatch-backed, large opening
roofed 997 derivative. This car’s an ’09, and we’re
certain it’ll be a little bit divisive here. Not because
of its ability to let in the light through its glass roof,
but rather its colour. Macadamia metallic, which is
a brown as you’ll see from the photographs. Now,
we like a bit of colour on this page, but even we’ll
concede that this might be a stretch too far for
some. However, we just love it.
It’s a Targa 4, not the 4S, either. As a Gen2 car
that means the 3.6-litre engine sitting behind the
red reflector bar has Direct Fuel Injection and
produces 345hp, which is enough to ensure even
that heavier roof doesn’t dent the performance too
much. Other curiosities here see this car come with
a manual transmission, which we’re always happy
about, while the interior mirrors the colour choice of
the exterior. It’s specified in full Cocoa leather trim
(dash and door cards, too), which is glorious. That
leather also gives it a bit of a Sport Classic vibe
inside. This continues outside because there’s a set
of 19-inch, Fuchs-style alloy wheels – something
we’re usually against on anything without an air-
cooled engine, but it just works here.
Then there’s a rear wiper, which others get
sniffy about, but we like to see what’s behind us
in all weathers, so we think they’re useful. As is
that hatchback. The 997 Targa offers that most
practical of things: opening rear glass, which gives
you the possibility to drop your bags directly onto
the back seat, rather than shove them behind the
fronts through the door. Speaking of glass, the
Targa’s roof doesn’t just add that light above your
head and the possibility of opening it up, but also
changes the car’s profile thanks to the slightly
differing rear glass side-windows, above which
there’s a chrome trim strip. We like that element
enough to buy a Targa for that alone.
Add in everything else that this example offers
– rear park assist, limited slip differential – and
we’ve pretty much talked ourselves into buying it.
If you want to, you really should. This is a car that’s
been specified beautifully and would be a joy to
own and drive, much like all 997s. But it’s also
different and unique. Given Porsche built over
200,000 997s, of which under 2,000 were Targa 4s
(4S selling around double that number), you’re
unlikely to see many others – and even less so
in Macadamia metallic…
16 20 years of 997: a new dawn
 17

997

After the controversial 996 took the 911 in a new direction, the 997
did a brilliant job of evolving the platform while being sympathetic
to 911s past. Here’s why, 20 years on, the 997 is still dearly loved
Written by Kyle Fortune

t’s difficult to believe that 2004 was two
decades ago – the year when Porsche
unveiled the 996’s replacement, the 997.
The 996 might still be a divisive model,
but the 997 wouldn’t prove to be Porsche’s
‘difficult second album’ in the modern
era of 911s and would, instead, arguably
go on to become Porsche’s most successful and
coveted version of its iconic sports car. Part of that
must, of course, be attributed to its predecessor, as
without the 996 as its foundation, and the lucrative
sales it generated, the 997 story and that of the entire
company could have been very different indeed.
While the 996 was blazing a sales trail, Porsche
was already heavily into the development process
with the 997. Taking on board some of the criticism
levelled at the 996, while building on the attributes
that clearly appealed to its customers, somewhat
unsurprisingly the 997 would be an evolutionary
re-engineering of the 996’s revolutionary platform
and structure.
The 997’s design, overseen by Grant Larson,
would unashamedly and reverentially nod to earlier
911s in a bid to placate those put off by the 996’s
looks. Most obviously the 997 was redesigned
around its nose, with the rounder headlights being
housed in more prominent wings, the indicators
moving back below them into the bumper, re-
creating the familiar look of the 911. While the
glasshouse and roof would remain unchanged,
the slim, flat sides of the base 996 Carrera would
make way for more shapely, curvaceous lines, these
usefully allowing the fitment of not just larger
wheels and tyres, but also enabling the chassis
engineers to adopt wider front and rear tracks.
Visually, Larson and his team executed a neat
trick, lowering and widening the 997, while adding
cues that more readily describe the idea of a 911,
albeit in a modern form. The interior, too, addressed
one of the 996’s biggest failings. The 997 retained
the 996’s functionality, but achieved this through
the use of significantly better-quality materials and
implementing a more cohesive, simpler design.
Fundamentally, the suspension type remained
identical to that of the 996, with MacPherson struts
at the front and the LSA (Light Stable Agile) multi-
link setup on the rear axle. However, its wider track
and the greater grip from the larger tyres would
18 20 years of 997: a new dawn
prove too much for the 996’s structure. To counter
this, Porsche’s engineers implemented new welding
techniques (with more welds and higher-strength
metals) as well as improving bonding methods in
the car’s construction. Porsche engineers would also
add bracing throughout the 997’s structure, with the
stiffness gains combining to be around 50 per cent.
This gave the suspension a more stable platform to
work from while also improving safety.
That significantly stiffer, more shapely, but
slippery 997 – to the benefit of not just top speed but
fuel economy and emissions – would
introduce more choice from its launch, “The 997 would be an evolutionary
re-engineering of the 996’s revolutionary
with the now-familiar Carrera and
Carrera S models being offered to
customers. The Carrera was powered
by a 325PS, 3.6-litre M96/05 engine
platform and structure”
largely carried over from the 996, with the Carrera
S getting additional power from a 355PS, 3.8-litre
M97/01 flat-six, gaining 200cc thanks to a cylinder
bore increase from 96mm to 99mm.
These engines would be mated as standard to a
six-speed manual transmission, with the option of
an automatic via Porsche’s five-speed Tiptronic S
(the PDK dual-clutch gearbox was introduced along
with direct fuel injection in the 997.2 from 2009).
Four-wheel drive Carrera 4 and Carrera 4S models
arrived shortly after the rear-wheel drive Carrera’s
introduction, with these gaining a 44mm increase
in width, though in Gen1 guise the 4WD models did
without the red bar connecting the rear lights – they
are the only AWD 911 generation to do so.
Visually, badging aside, the Carrera and Carrera
S were distinguished by differing exhausts. The
Carrera’s exhaust was finished with two large,
lozenge-shaped tips, while the S had four tips on
its standard Sports Exhaust system. The S would
also have larger 19-inch wheels (over the Carrera’s
standard 18-inch items), behind which was a heavily
revised braking system with 330mm discs and a
bigger brake booster. The S’s brakes featured calipers
painted red. The S also gained PASM (Porsche Active
Suspension Management) as standard, with the
standard Carrera able to have it optioned, though the
higher standard spec of the S and 4S ensured these
cars sold in their thousands.
Similarly, a Sports chassis could be specified,
which lowered the passive sprung Carrera by 20mm,
and the PASM equipped (and thus already 10mm
lower) Carrera S by 10mm. Porsche also offered
the Sport Chrono package to 911 customers, which
changed the throttle map for quicker response,
also giving a slightly higher threshold for the PSM
(Porsche Stability Management).
The steering, a hydraulically assisted rack-and-
pinion setup, gained a variable ratio over the fixed
one on the 996, bringing some more precision
and immediacy when around 30 per cent lock is
applied. A marginally heavier car than the one it
replaced, the 997’s improvements over the 996 would
result in even greater sales, and the 997 was a huge
commercial success for the company at the time.
Rightly so, as they are special cars, and history
has also been kind to the 997. Their appeal is largely
due to their mechanical nature, size and, of course,
the styling. The 997 is a hugely entertaining car to
drive, but has a duality that makes it a genuinely
useable daily driving proposition, even today.
With so many sold there’s plenty of choice for
anyone looking to buy a 997 Carrera/
Carrera S now. Prices start around
the low £20,000 mark for the highest
mileage examples, which are perfectly
useable and serviceable. Obviously
spend more to gain more, but at any
price point the 997 looks like a conspicuous bargain,
because you’ll struggle to find anything as engaging
to drive for the money, at least without some serious
compromises in practicality.
That rounded appeal, in every sense, is what
marks out the 997 generation: the 911 which, in
its design, was sympathetic to its ancestors while
mechanically, it pushed the Neunelfer into a new,
modern era. For these reasons alone, the 997 was an
instant hit from launch, and is a perennial, popular
choice for ‘best 911 generation’ among enthusiasts.
The simple fact is the 997 has always been
popular, and we at Total 911 think the next 20 years
will be just as kind to this brilliant era of Porsche’s
rear-engined sports car.
20 20 years of 997: a brief history

A brief history of the

As the 997 celebrates its 20th anniversary, we chart

the development of a superb era of Porsche 911
Written by Tim Pitt

997

2005 APRIL 2006 FEBRUARY

The 997 goes open- The 997 Turbo is unveiled,
2004 JULY topped with the reveal boasting VTG technology
of the Cabriolet. for the first time.
997.1 Carrera launched,
hailing the arrival of the
sixth generation 911. Its
bigger-powered, rear-drive
brother in the Carrera S was
2004 NOVEMBER 2005 SEPTEMBER
also available. PASM and AWD comes to the The Targa arrives with
PSE were standard on 997 with the Carrera 4 a hatch-back opening
the S model. and Carrera 4S. lid for the first time.

orsche’s website calls the 997
‘a fusion of classic and modern’.
With 20 years of hindsight,
that description seems more
apt than ever. If the 996 was
a radical reinvention, this was
a considered yet ambitious
evolution. It improved upon its predecessor in almost
every area, and broadened the bandwidth of the 911
like never before. By the time the baton passed to
the 991 generation, more than 30 derivatives had
contributed to the 997’s lasting legacy.
Our timeline begins in 2004 with the launch
of the 997.1 Carrera. Powered by a 325hp, 3.6-litre
naturally aspirated flat six and weighing in at
1,395kg, the entry-level 911 was good for 0-62mph
in 5.0 seconds. Its round headlights and smooth,
993-inspired curves were less divisive than the 996,
while its interior felt properly premium. There was
even infotainment in the form of a modest 5.8-inch
PCM screen. Buyers could choose between Coupe
and Cabriolet body styles, along with a six-speed
manual or five-speed Tiptronic S auto transmission.
2006 OCTOBER
The 997.1 GT3
RS arrives.
2006 FEBRUARY 2007 MAY
The street GT3 is The Turbo goes topless
unleashed at the with the arrival of the
Geneva Motor Show. 997.1 Turbo Cabriolet.
For the first time since the 1970s, the ‘S’ debuted
as a 911 with more power, rather than simply wider
haunches. In fact, as 997 production line manager
August Achleitner later recalled, the Carrera S was
a masterstroke for Porsche: “More customers chose
the S, and we made more money from it. It made
a big difference to our economic results.” With an
enlarged 355hp, 3.8-litre engine, better brakes, PASM
suspension and 19-inch wheels, the 997.1 Carrera S
outsold the regular Carrera by two to one.
A year later, the Carrera 4 and C4S joined the
ranks, as did the 997 Targa – a sliding-glass-roof
model that was only available with all-wheel drive.
These cars measured an extra 44mm across the hips,
with a viscous coupling 4WD system that could
divert up to 40 per cent of torque to the front wheels
when required.
Headline news in 2005, though, was the 997.1
Turbo. This would be the last Turbo with the
legendary ‘Mezger’ engine, which had powered the
911 GT1 to victory at Le Mans in 1998. Here, it boasted
variable vane geometry for 480hp and 0-62mph
in just 3.9 seconds (3.7 with the Tiptronic ’box).
2007 SEPTEMBER
Arguably the highlight of the
997.1 generation, the lightweight
GT2 is unveiled.
2008 SEPTEMBER
Crossover-model 997 Turbo Gen1.5 goes on
sale for approximately six months, featuring
the Gen1 Mezger engine with Gen2 PCM.
21
Comparing it to the 996 Turbo, we said: “Immediately,
the 997 feels more exciting, more composed, lighter
on its feet and more engaging.”
The next additions to the family were the 997.1
GT3 and GT3 RS in 2006. The GT3 packed a 415hp
free-breathing version of the Mezger engine that kept
revving until 8,400rpm, helped by a six-speed manual
gearbox with shorter ratios. Driving one borrowed
from our friends at Paragon Porsche, we reported
that: “The overwhelming rush past 7,000rpm just
wraps you up in the experience and demands every
last bit of your concentration. Press the Sport button
and it’s positively feral.”
Less radical than many subsequent RS models, the
Rennsport version had the same power output, but a
generous helping of motorsport attitude. A Carrera
4 shell meant a 30mm wider rear track, while its
carbon wing contributed 25kg of extra downforce. On
the outside, the GT3 RS frequently wore eye-popping
shades of Signal orange or Viper green. Inside, it
featured carbon-fibre buckets from the Carrera GT
supercar, along with a rear roll cage and acres of
Alcantara. Air-conditioning was optional.
ABOVE LEFT The 997’s
cabin featured better-quality
materials compared to the
interior of the 996
BELOW LEFT German
motorsport champion
Walter Röhrl was involved
in the development of the
997.2 GT3 RS
RIGHT The 3.6-litre 997
Carrera had a different inlet
manifold design to the larger
3.8-litre Carrera S
2008 SEPTEMBER
997.2 generation arrives with a DFI flat
six replacing the M97 engine, and a PDK
gearbox. Cabriolet and Coupe versions
of the Carrera, Carrera 4, Carrera S and
Carrera 4S are launched.
22 20 years of 997: a brief history
Combining the fidelity of a GT3 with the brute
force of a Turbo, the GT2 rocketed to the top of the
997 range in 2007. With 530hp, no rear seats and only
two driven wheels, this was Porsche Motorsport
flexing its muscles. Our verdict? “It feels more like an
heir to the original 930 Turbo: a luxurious super-GT
with a wild side.”
The 911’s customary mid-life update landed in
2008, starting with the 997.2 Carrera and Carrera
S. The top story at the time was the direct fuel
injection (DFI) engine – mustering 345hp and 385hp,
respectively – which banished the intermediate shaft
(IMS) issues of the old M97 motor for good. Looking
back in 2024, however, the debut of PDK seems still
more significant. The twin-clutch transmission would
soon become the default choice for most 911 buyers.
Cosmetic differences for the 997.2 included glittery
LED running lights and a full-width red ‘heckblende’
reflector for the Carrera 4, which also swapped its
mechanical 4WD system for an electromagnetically
controlled multi-plate clutch. “The 997.2 Carrera feels
like a near-perfect blend between classic tactility and
modern civility,” we reckoned.
Porsche also introduced a ‘Gen1.5’ version of the
997 Turbo in late 2008, complete with the 997.2’s new
centre console and PCM3 media system. The Gen2
Turbo followed soon afterwards. At its heart was a
3.8-litre DFI engine that delivered 500hp and 0-62mph
in 3.4 seconds.
“More customers chose the S, and we
made more money from it. It made a
big difference to our economic results”
2009 APRIL
The Targa 4 and
4S arrive.
2009 FEBRUARY 2009 AUGUST
The 997.2 GT3 with bigger 3.8-litre The 3.8-litre 997.2
engine capacity makes its debut at GT3 RS goes on sale. two low-number specials in the
the Geneva Motor Show.
New GT variants also hit the road (and racetrack)
in 2009. The 997.2 GT3 gained 435hp, centre-lock
wheels and uprated brakes. Its RS sibling became
more extreme, packing 450hp, extroverted aero and
PADM dynamic engine mounts. We drove Porsche
GB’s famous GT3 RS press car, saying, “The messages
coming from the steering are beautifully crisp and its
engine is sensational.”
You might expect the 997 to have started winding
down in 2010, its penultimate year of production. No
chance. A flurry of limited-run collectables included
the Speedster, Sport Classic and 918 Edition, while
Weissach pushed the 997 to its limits with the GT3
RS 4.0 and GT2 RS. Some regard the former as the
greatest 911 ever to wear number plates and the 600
cars have blue chip status today. The latter added
turbocharging to the mix, for 620hp and a top speed
of 205mph.
Finally, as the sun set on the 997, Porsche conjured
up a couple of run-out specials, both of which were
so successful they subsequently became fixtures of
the regular 911 range. The GTS was effectively a fully
loaded Carrera S with 408hp, the C4’s wider body, a
Sports exhaust and 19-inch ‘RS Spyder’ wheels. The
last-hurrah Turbo S offered GT2-matching 530hp,
along with a standard PDK transmission and PCCB
carbon-ceramic brakes. Produced until 2013, it
actually overlapped with the 991 Carrera, which
reinvented Porsche’s icon yet again in 2011.
2010 MAY
Porsche’s Tequipment range
2009 SEPTEMBER expands to include Sport Classic
The new 997.2 Turbo ‘Fuchs’ wheels, PDK steering wheel
arrives, which also with gearshift paddles, Aerokit Cup
switches to a DFI engine. and Sport Design front lip.
2009 SEPTEMBER 2010 FEBRUARY
Porsche Exclusive launches Turbo S is launched as
the final iteration of the
Sport Classic and Speedster. 997 Turbo. It’s PDK only.
 23

FACING PAGE The road-

going GT3 and RS helped
homologate the GT3 Cup
and RSR race cars

LEFT Front dive planes, a

taller wing with large end
plates and a new ram air
decklid scoop all help to
distinguish the RS 4.0 from
the 997 GT3 RS 3.8

BELOW LEFT The 997.2

brought back the red
connecting strip for the 4S

BELOW MIDDLE Inside

the fastest-ever manual
911, the 997 GT2 RS

BELOW (TOP) The new

direct fuel injection flat six
developed for the 997.2

BELOW (BOTTOM) PDK

gearbox technology

2010 SEPTEMBER 2011 MARCH

The ‘sporty Carrera’ GTS its debuted, bridging Limited to 918 models, the Turbo S Edition
the gap to the GT3. Rear- and all-wheel-drive 918 Spyder is launched as the ‘starting
versions of the Coupe and Cabriolet are gun’ for those wishing to buy a 918 Spyder.
available as a widebody GTS. Just 121 out of 918 find homes.

2010 MAY 2011 JANUARY

The 997 GT2 RS arrives, in what was at A special edition based on the 2011 APRIL
the time the most powerful street-legal entry-level Carrera Coupe and The unicorn GT3 RS 4.0 arrives, equipped
911 ever. It remains the fastest manual Cabriolet enters production: the with RSR parts and limited to just 600
911 of all time. Black Edition. units. An instant collector’s gem.
24 20 years of 997: a brief history

VALUE £

400k

375k

350k

325k

300k

275k

225k

200k

175k

150k

125k

100k

75k

50k

25k

0
997.1 997.1 997.1 997.1 997.1 997.1 997.1 997.1 997 997.1 997.2 997.2 997.2
Carrera Carrera S GT2 GT3 RS Carrera S Carrera 4
 25

Total 911 looks at the cost of each 997 model when new, and charts its average
market value as of spring 2024. Which 911 models have fared best?

997.2 997.2 997.2 997.2 997.2 997.2 997 997 997 997 997 997 997
Carrera 4S Targa 4 Targa 4S Turbo GT3 GT3 RS Speedster Sport Carrera Carrera 4 Turbo S GT2 RS GT3 RS 4.0
Classic GTS GTS
 997

BUYING A

So you want to buy a standout 997? Total 911

picks out the Turbo and GT models from the
era and asks the experts what to look for
Written by Alisdair Cusick
27
28 20 years of 997: Turbo/GT3 buying tips
997.1 Turbo
WHY IS IT SPECIAL?
Combining old-school 911 design cues with the
latest tech, the 997.1 Turbo is a veritable gem of the
997 range. Turbos have always been about blending
breathtaking performance with supreme long-
distance cruising versatility, and in that brief the
997.1 Turbo excels.
The final Turbo to use a Mezger engine, it was
the first to utilise Variable Turbine Geometry (VTG)
– famously the first petrol road car to feature the
technology. At lower engine speeds the turbo vanes
angle, cramming more air in. At higher engine speeds
the vanes open. It combines the benefits of using
two sequential turbos, as used on the 959, and is the
reason behind the prodigious flat torque curve, minus
the dreadful lag of the past.
The duality of the Turbo is its strength. Docile
when you want it to be, yet unleash the full
performance and it instantly turns into a car as
senior as the figures suggest. That’s 480bhp and
620Nm of torque, with the majority of that available
between 1,950 and 5,000rpm. Launching from
0-62mph takes 3.9 seconds, yet thanks to all-wheel
drive and PTM, that sure-footed performance could
be utilised in all conditions.
Excellent build quality, material choices
and design, balancing classic looks, prodigious
performance and a great price point… the 997.1 Turbo
is the definition of a useable supercar. Even in 2024.
W H AT T O L O O K
FOR WHEN BUYING ONE
“It depends what you’re buying it for,” says Lakeside
Classic’s Henry Thomas. “For investment, it has to be
the manual gearbox cars, so the first check is always
on the engine, checking rev ranges and for over-revs.”
Proper maintenance and service history is vital,
says Thomas. Turbo engines are more complex
designs, but despite this the 997.1 units are generally
good – thanks partly to the proven Mezger base – and
don’t cause too much trouble. Because it’s different to
the engine in the Carrera, they sidestep the potential What can be common is replacing the front
bore-scoring issues that were reported on those cars. radiators, along with corroded coolant pipes, and
The variable turbine turbos (VTG) don’t usually power-steering leaks at the rack. Exhaust bolts at the
suffer problems apart from corrosion to the turbo rear can corrode and Lakeside often change those as
housings, which is an expensive task to correct. a matter of course. Brakes, whether the reliable steel
Thankfully, much of the basics are checks – as system or hefty carbon ceramic, are both typically
on any used 911. It’s a 997, so confirm everything fine. “In theory, PCCBs should last the life of the car,
electronic works, which is the most obvious issue if used on the road,” says Thomas.
that’s typical of the era. “When a car comes in, we’d These early Turbos now offer great value against
always verify the mileage, do a rev check, then check their rabid performance, but can be starting to show
it for faults,” Thomas says. Lakeside also measures their age. Inspect potential cars thoroughly, expect to
the paint, which can reveal any paintwork a vehicle correct some issues and you’ve got a stellar 911 – one
may have had since leaving the factory. knocking on the door of classic status.
YEARS ON SALE: 2005-2008
PRODUCTION NUMBERS: 19,201
2024 PRICE RANGE: £39,000-£71,000

997.2 Turbo
WHY IS IT SPECIAL?
An evolution of its predecessor, externally the
997.2 Turbo brought LED lights, some slight styling
changes and the centre lock wheels similar to the
contemporary GT3. The real story was what you
couldn’t see: for the first time in Turbo history, an
all-new engine. A 3.8-litre motor using Direct Fuel
Injection (DFI) and VTG achieved the impossible:
lowering fuel consumption while nudging performance
another 20bhp to 500bhp and torque to 650Nm.
Of most significance is the introduction of
the PDK gearbox on Gen2 997s. Used in the 962
at Monza in 1986, but dating back to the 1960s at
Porsche, PDK was described as two gearboxes in
one. A dual-clutch system meant two gears were
always engaged, each operating on separate shafts,
for even and odd (plus reverse) gears. Arguably we
had a gearbox that was, for the first time, exactly
what we’d all thought an automatic gearbox should
be. Lightning-fast changes were now possible, and
specced with Sports Chrono, 0-62mph took just
3.4 seconds. Officially, that is. Others have achieved
sprint times that start with a two…
A different, more advanced car to the 997.1, the
997.2 Turbo’s bandwidth across performance and
composure is greater than ever before.
W H AT T O L O O K
FOR WHEN BUYING ONE
Paragon’s Jason Shepherd has seen many 997 Turbos
over the years, and says that on the whole they’ve
29
YEARS ON SALE: 2009-2013
PRODUCTION NUMBERS: 3,800
2024 PRICE RANGE: £48,000-£96,000
been in really good condition for their age. Much of
it is standard used 911 fare to check, but particular
issues to look out for are air-conditioning condensers
and the coolant crossover pipes “as usual with 997s”,
says Shepherd.
“They’re at that age now when they can start to
need a refresh, to get them back to really good, if
they’ve been properly used,” he reports. “They’re
such a good all-rounder that some people did
exactly that, and used them,” he continues. Typically,
that shows as more-than-usual cosmetic wear on
interiors, but also on bodywork if cars have been
used every day. Full resprays on cars that have seen
significant use, as opposed to simply being cosseted,
are sometimes required.
As with 997s in general but of particular
importance on a Turbo, all suspension bushes need
checking, replacing any that show age. “While the
car has such prodigious performance, it needs to
be all sorted down there to properly do all that,”
says Shepherd.
Although a new design, the engine has aged
well and is generally good. Turbo actuators can
play up and the link rods can corrode. Brakes can
soak up a fair bit of abuse, and PCCB systems are
without major troubles, albeit costly to replace. The
ceramics tend to be okay, says Shepherd, “unless
someone has actually physically damaged them.”
PDK ‘boxes have been very good – just requiring
regular servicing – and have the added benefit that
they negate issues with over-revs, unlike manual-
equipped cars.
“The problem is if they need a few jobs, the
amount it costs to get them right can be quite
large,” warns Shepherd. The Gen2 cars tend to be
in better shape than the earlier Turbos, and Paragon
sees more rough 991.1 Turbos than they do rough
997.2 Turbos. “In the main, if you service them
really well, they’re great cars.”
30 20 years of 997: Turbo/GT3 buying tips

YEARS ON SALE: 2006-2007

PRODUCTION NUMBERS: 3,484 (COMBINED)
2024 PRICE RANGE: £77,000-£150,000

997.1 GT3/RS
WHY IS IT SPECIAL?
The first-generation 997 GT3 took the recipe of the
already great 996 namesake and carried that over.
Narrow bodied, but still with the revered Mezger
engine means the GT3 is both capable and lithe.
The RS is a step more aggressive. A wider rear body,
bigger wing, roll cage, bucket seats, plastic rear
window and lightweight flywheel made it faster, yet
20kg lighter. The 3.6-litre, 415bhp motor is as good as
you’d expect, with a 7,600rpm redline and a 0-62mph
time of 4.1 seconds.
Between the two cars, there isn’t that much to split
them. The unfussy, clean lines of both mean they’re
perhaps the 997 purist’s GT3 choice, by looks, size and
heritage. The RS’s gnarly stance, more aggressive aero
and stiffer setup isn’t necessarily better, just ‘more’.
Rather, the question of which is dictated by your
intended use. The GT3 is useable every day but then
will, at the touch of a button, firm up for the odd
track session. The RS is tailor made for the track,
possibly at the cost of on-road comfort.
Second is to assess the ECU for over-rev incidents.
The ECU records when the crank speed hits the
limiter, or beyond, breaking this down into one to
six bands. These bands record and grade when
such incidents occur. Lots of records of lower-band
incidents may indicate heavier track use, but the
higher bands may indicate more serious concerns,
especially if they were recent. “It isn’t uncommon to
see front repaints, for stone chip damage, along with
the rear wheel arches,” Daly highlights, backing up
the track habits of some owners.
Service history is vital, so look for regular
attention by a recognised specialist. Lots of owners is
common, and not a problem, Daly says. “The engine
is very strong, and it’s very rare we see issues. What
we do see is lower arm and top bush problems, as
that sort of component comes to the end of their
working life.” The rubber perishes, basically. They
can be quite expensive jobs to do, so the cost to
refresh large areas can add up. “Sometimes we see
corrosion, as they’re not undersealed. Typically that’s
the start of surface rust, or just onto the chassis rails.
It isn’t a crisis, and can be repaired.”
Brakes are very good. Daly says the steel setup is
absolutely solid, but he does point out that it’s PCCB
cars which can report issues – largely instances of
delamination. “Replacement is the only fix,” warns
Daly, “but that’s expensive at around £25-30K.” The
19-inch tyres they wear can be hard to source, so
think ahead for replacements, he advises.

W H AT T O L O O K
FOR WHEN BUYING ONE
“A lot can be said about both cars, as they’re very
similar – as indeed are both generations,” says RPM
Technik’s Greig Daly.
First is crash damage. Many were bought as track
cars, so that’s the first thing to look for. They take
crashes quite well, so repaired cars are around. Best
to check that on a ramp if you can.

997.2 GT3/RS
WHY IS IT SPECIAL?
Mezger. Manual only. Hydraulically assisted
steering. Arguably the last model to offer the best
of everything. It’s all enthusiasts would want in an
already driving-focused car. That ‘more of everything’
is partially down to an update of the old engine,
taking it to 3.8 litres, a screaming 7,900rpm at 435bhp,
and 8,500rpm redline.
Mechanicals aside, the difference over the 997.1s is
really aero. With those improvements in downforce
comes slightly fussier looks, with front wheel arch
extensions, a larger spoiler and more in-your-face
graphics. The regular GT3 is more understated, but
the keys we’ll all fight over will be for the RS.
The later cars are considered to be everything we
love about the 911, and in the case of the RS, more so.
This RS isn’t just a great 997, it’s one of the greatest
911s, full stop. Trumped only by the Mezger’s 500bhp
finale in the RS 4.0, the 997.2 GT3 RS is the peak of
involvement and the attainable zenith.
W H AT T O L O O K
FOR WHEN BUYING ONE
“The differences between the cars is so small, there’s
not much that’s different to mean it goes wrong,”
31
YEARS ON SALE: 2009-2012
PRODUCTION NUMBERS: 3,500 (COMBINED)
2024 PRICE RANGE: £99,000-£159,000
advises RPM Technik’s Greig Daly. Echoing the titanium and can stress crack. Although it’s possible
previous advice, the track focus may mean some to repair it, RPM Technik don’t. Instead, they replace
cars have had harder lives than others. Some were it, which is a pricey £7,000 job. Front radiators should
bought as experience cars, so cars with a low number always be checked for road damage or corrosion, as
of owners yet higher mileage may suggest, but not with any 997. All in, these proven, sought-after 911s
define, harsher times out on the tarmac. are a reliable tool that, if cared for, will still be as
“Thankfully, the DFI engine is, generally, brilliant, engaging and involving for many years to come.
and we don’t tend to see issues,” says Daly. Clutch
replacements tend to opt for the 4.0 RS lightweight
clutch and flywheel, and it’s a similar story with
the LSD, which also get upgraded because you
can access the plates. Gearboxes tend to cope well
with hard use. ECU interrogation at a specialist is
advised, to confirm that the engine hours’ figure
explains the mileage, and for the all-important over-
rev incidents recorded during the car’s life.
They’re mechanically simple, which makes them
reliable cars. Daly points out that many problems
can be fixed easily, unlike complex later models.
Note that as reliable and proven as the drivetrain is,
service history is vital – and from a specialist who
understands them.
The LED rear lights can start to let water in,
causing condensation. “There’s no fix for that, just
replacement – at £800,” says Daly. The exhaust is
32 20 years of 997: great upgrades

Top upgrades
997 for your 997
G E T U P TO 1 0 % O F F YO U R B A S K E T AT
H E R I TAG E PA R TS C E N T R E .C O M W I T H T H E C O D E 9 W E R K S 1 0

The 997 is a great 911 in stock form, but these helpful upgrades from
our friends at Heritage Parts Centre will improve it even more!

O E - S T Y L E DA N S K S P O R T S E X H A U S T £ 1 , 4 7 8 . 9 5
This is a popular upgrade for 997 owners, for not only does an aftermarket
exhaust system help unlock more of that glorious flat six soundtrack, but also,
with these cars now being 20 years old, the original items are likely corroded
and in need of replacement. A quality pair of aftermarket silencers, such as these
by Dansk, are usually cheaper than factory items supplied by Porsche and, being
made of stainless steel, you’ll be buying with longevity in mind too. Even better,
they resemble the OE item, so they’ll look right at home when installed in the
back of your Porsche 911.

K & N PA N E L A I R F I LT E R £ 6 3 . 9 5
The more freely your engine can breathe, the better performance it can offer –
more consistently, too. Your first step is to fit an aftermarket air filter. We’d shy
away from conical filters, as these allow more heat ingress from the 997’s tightly
packed engine bay, which can lead to a downturn in performance. However, a
K&N panel filter slots right into the factory air box, and twinned with a larger
intake plenum (as discussed in our recent article with suppliers IPD) and remap,
can unlock more power from your flat six. While you’re working on the air
box, you may wish to consider the ‘Helmholtz resonator mod’, which increases
induction noise. If you’re not sure what a Helmholtz resonator is, check out our
Technology Explained article in the Data File section at the back of the magazine.

MEYLE SUSPENSION ARMS FROM £72.95

As with the 997’s exhaust, after 20 years of sitting underneath the car and being
exposed to the elements, even low-mileage cars will likely need these original
items replacing. The issue isn’t with the alloy arms themselves, but the bushes
connecting them: these crack and perish over time, and are an MOT failure in the
UK when they do go.
Again, Porsche will supply you with new suspension arms, but these are
expensive, and thanks to the 997’s multi-link rear suspension setup, there are lots
of arms to replace! A great alternative comes from MEYLE. Significantly cheaper
than Porsche items, we’ve been impressed with their quality, having run them on
other modern classic 911s for a number of years. MEYLE itself backs the product
with a two-year, unlimited mileage warranty, giving you peace of mind.
 33

D S C C O N T R O L U N I T £ 1 ,6 8 0
This clever upgrade will transform the ride of your 20-year-old 911 in minutes,
offering more detailed, modern-day shock calibration for your 997. The DSC
controller simply replaces the original (and primitive) PASM controller and
promises an increase in both performance and comfort, thereby adding extra layers
of usability to your modern-classic. The system is tuneable according to g-force,
brake pressure, speed, acceleration and steering, and can be retrofitted at your
preferred specialist if you’re not keen on installing the kit yourself. Even better, the
kit is fully reversible if you’re concerned about the impact such a mod can have
on resale value, although the reality is the next custodian will be thankful for your
foresight. This really is a great mod.

L O W-T E M P E R AT U R E T H E R M O S TAT £ 5 9. 9 5
Unfortunately, tales of engine bore scoring aren’t uncommon in the 997,
particularly on the larger 3.8-litre engine found in the Carrera S and 4S.
While it’s difficult to mitigate the risks entirely, fitting a low-temperature
thermotstat will certainly help. Whereas the factory thermostat opens at
83 degrees centigrade, this aftermarket example opens at 71 degrees C,
enabling the water jacket around the engine block to operate at lower
temperatures, keeping the cylinders cooler and, therefore, reducing the risk
of bore score. These low-temp thermostats are relatively straightforward
to fit and are a good ‘while you’re in there’ job if your 997 is booked in for
some ramp time, as a way of safeguarding that flat six engine.

P O W E R F L E X P O LY B U S H E S £ 4 6 . 3 6
As we mentioned, rubber bushes under your 997 naturally perish over time.
Another option is to upgrade to polybushes by Powerflex. Not only will these
last longer, they also improve the car’s suspension dynamics by controlling the
amount of unwanted flex in the suspension. This means your tyres will enjoy
more time in contact with the road, giving you more predictable handling.
Polybushes are stiffer than stock, so you should consider the impact this will have
on the overall ride, but if you’re solely after improving the 997’s handling, this is
a worthwhile upgrade.

C L I M AT E - C O N T R O L
B U T T O N R E P L AC E M E N T £ 6 8 . 9 5
We all know the 997 provided an uptick in interior quality over
the 996, but that doesn’t mean it’s infallible. As a case in point,
the buttons on the dashboard wear out, which severely impacts
the look and feel of the whole interior. Most common to wear
are the two large climate-control toggles below the PCM
screen. Luckily, these are an easy and cheap replacement,
lifting your interior back to its immaculate appearance. This
replacement pair available from Heritage is a direct fit, and
comes with a two-year, unlimited miles guarantee.
34 20 years of 997: manual v PDK GTS

997
 35

MANUAL VS PDK
Often considered peak 997 away from the GT products, Total 911 gathers
two examples of RWD GTS Coupes with one striking difference…
Written by Kyle Fortune Photography by Daniel Pullen
36 20 years of 997: manual v PDK GTS
here are four of us having lunch in
Palm Springs, California, discussing
how we’ll buy one of the cars
we’ve just been driving. It’ll need to
be more affordable, which means
waiting a few years until prices
bottom out thanks to depreciation,
but everyone around the table is committed to
working out how, in a few years, they’ll own one.
That was November 2010. Our small group of
motoring journalists were sat in sunnier climes
because it was the launch of the Porsche 911 Carrera
GTS. As one of them, I can categorically say that not
one of us has a Carrera GTS in the garage, which is
regrettable but understandable, because the 997 GTS
never did depreciate – at least to a level that made it
affordable to experience-rich but cash-poor writers.
The desire was strong after driving it, yet
travelling out to the launch there was some
scepticism among us. Would the Carrera GTS be
worth the extra money that Porsche was asking for
it? There was a whiff of clearing the decks, as if the
company had a stock of extra parts it wanted to shift
before it committed the production line to the 991
(The new car’s launch was almost a year to the day
later than that of the GTS run-out special).
If you need a recap of the GTS’s specification, it’s
simple – and similar to the 250 Sport Classics that
Porsche built. The GTS, a badge Porsche had used
elsewhere in its range (924, 904, 928 among others
but never the 911), would be offered in rear-wheel
drive initially, with Carrera 4 GTS models following
shortly after. These were available in Coupe/Cabriolet
and manual/PDK guises. Regardless of how many
wheels were sent power, all had the slightly wider
body (44mm for all you number fans) of the Carrera
4, making it the only widebody Carrera available with
rear-wheel drive.
Under that Carrera 4 body sat larger 19-inch RS
Spyder alloy wheels with centre-locks. These were
finished in black with a high gloss finish around the
rim (although you could option standard, non-centre-
lock wheels). Black elements would define the visual
changes, with the GTS gaining side skirts borrowed
from the GT2, finished in black. Similarly, the leading
edge of the SportDesign front apron was finished in
black, as was the area between the tailpipes of the
standard Sports Exhaust, which itself gained black
tips on the exterior and nano-coated polished bores.
The Carrera GTS badging on the leading edge
of the doors and on the engine cover would also be
black – unless a darker colour was specified, where
the black badging was switched out to silver. The
interior would feature black Alcantara, with the
centre sections of the driver and passenger Sports
seats, the three-spoke SportDesign steering wheel
and the handbrake lever all finished in the same
material. Porsche neglected to cover the rest of the
dashboard, which meant several early GTS customers
received their cars with the plastic dashboard –
having negated to option any covering.
It wasn’t merely a visual makeover. The 3.8-litre
engine gained not just the fitment of the Sports
Exhaust, but Porsche’s X51 Powerkit. That addition
would see the 3.8-litre unit produce 408hp, some
23hp more than the Carrera S. There was no torque
gain since it matched the Carrera S’s 420Nm, but that
peak would be achieved at 4,200rpm, some 200rpm
sooner than the Carrera S.
To achieve this the Powerkit added a resonance
intake manifold, which featured six vacuum-
controlled tuning flaps that switched between
power- and torque-optimised geometry (the Carrera
only had one flap). The manifold altered the engine’s
character and sound. Performance would benefit,
with Porsche claiming a 0.1-second improvement
 37

ABOVE TOP Alcantara

covering the wheel,
handbrake and manual
shifter all heighten the sense
of sporting occasion

ABOVE LEFT Sport PASM

chassis and a switchable
Sports exhaust are all
part of the standard 997
GTS package
38 20 years of 997: manual v PDK GTS

in the 0-62mph time over the Carrera S, which varied
between the 2/4, manual/PDK and Coupe/Cabriolet
models. Porsche also stated there was no increase in
fuel consumption.
Positioning it between the Carrera S and GT3,
the Carrera GTS did without a rear seat as standard,
although it was a no-cost option to put it back
in – as most customers would choose to do. It was
an example of the GTS’s specification achieving
something that Porsche does very well: a mix and
match of elements to create a more appealing whole.
And so it proved on the launch, with the motoring
press’s initial scepticism turning to desire. My drive
of the GTS repeatedly up and down the Palms to
Pines Scenic Byway that climbs out of Palm Springs
is tattooed on my memory. The route, which follows
the mountainous topography like someone’s dropped
a ribbon from above, was gloriously traffic-free and
the GTS demonstrated just how capable it is on the
challenging, enjoyable road.
Today’s road on the English south coast, along
Beachy Head, is pretty far from that US one.
However, rendezvousing with Editor Sibley and
photographer Pullen and seeing a pair of 997 GTS
Coupes does little to dampen the desire for the GTS.
Today we’re trying both RWD examples again. One
has the optional PDK gearbox, while the other boasts
a coveted manual transmission.
It’s unseasonably sunny, and the car finished in
Aqua blue is popping in the winter rays. The GT
silver example isn’t quite so overt-looking in the blue
ABOVE All GTS models
came with the 44mm wider
hips of the Carrera 4 body
shell, under which sat
19-inch centrelocks
FAR LEFT Some customers
were caught out by GTS
options, expecting the
dashboard to be finished
in leather, not plastic
RIGHT PDK provides a faster
drive, but the six-speed
manual unlocks more of the
997 GTS’s inherent character
“The six-speed manual transmission
shifts so beautifully, moving with
delightful accuracy and weighting”
39
car’s company, but still looks fantastic. Colours aside,
they differ in a few areas. The silver car is fitted with
a rear wiper, PDK, an extended leather pack, and
rear seats. The Aqua blue car is a bit more purist in
its specification, coming without a sunroof, having
a manual transmission, no rear wiper and, sensibly,
having the rear seats. Both cars are here courtesy of
Paragon. The Aqua blue car is destined to find a new
home, while the GT silver car, at least as I write this,
is still available.
Each has around 15,000 miles on the odometer,
and both present beautifully, neither showing any
sign of their age and use. While the Aqua blue car
initially attracts, the GTS changes are more apparent
against the lighter GT silver. Its black elements
stand out, with the black badging on display and
the wheels looking less lost in the wheel arches. If
there’s an element of the GTS specification that’s
always seemed a bit incongruous, it’s those centre-
lock wheels. This is down to their black finish (with
Porsche inexplicably specifying a contrasting silver
centre-locking nut) and design. A few were optioned
with silver wheels and five studs, although they’re
few and far between.
Not that GTSs were built in huge numbers
overall. With such a short production run the 997
GTS is a relatively rare model, and even more so in
Carrera Coupe guise. Throw a manual transmission
into the mix and the gear lever might as well be
the horn of a unicorn. With the PDK transmission
having been introduced with the Gen2 997 it
40 20 years of 997: manual v PDK GTS
was a popular choice, with most buyers optioning
it. Manuals were considered old hat and dealers
pushed PDK technology, perhaps rightly, as the best
of both worlds. Certainly, the seven-speed PDK is an
incredible transmission, and with its Sport Chrono
gains not just Sport but Sport Plus buttons, for even
quicker throttle and gearbox maps. It makes the PDK
the faster car here.
It’s easier, too, working well in auto mode, but
you’re doing yourself a disservice if you don’t push
the gear selector over for manual control via the
steering wheel-mounted paddle shifters. Do that
and the 997 GTS proves indecently quick. Its
performance is more than adequate for the road,
but crucially, exploitable and enjoyable. I’ve long
attested that 400hp is a sweet spot for power for
the road, and so it proves here. Not least because
it’s in a relatively compact package, with even the
widebody of the GTS not feeling too large on tight,
British country roads.
It really is a car that does everything in PDK
guise, which perhaps explains why this car’s done
three times the mileage of its antiquated shifting
relation. The extra gear brings some useful long-
legged economy, thus fulfilling the Gran Turismo
element of the badge that it wears on its doors and
engine cover. The Sport element’s taken care of more
than adequately, too. The PDK brings quicker shifts
whenever you need them. Whether you’re going up
or down the ‘box, a quick flick of either paddle has
the 3.8-litre singing.
The GTS’s character is a bit more muscular than
its regular Carrera relations, thanks largely to that
“The PDK’s
speed in finding
the right ratio is
instrumental in
aiding its cross-
country pace”
induction kit. Porsche positioned it as a car between
the S and GT3, and while it’s still closer to Carreras in
character than a GT department car, there’s enough
edge to give that claim an element of credibility, even
if there’s always been a part of me that’s thought
Porsche missed a trick by not calling it SE, for Special
Equipment. This would have left GTS as a possible
badge for the GT3 Touring… but I digress.
The interior of the PDK car is slightly more
luxuriously specified than the manual car, most
notably with the option of a leather-covered
dashboard and fully electric seats. This makes for a
desirable car, but one I fear, despite such niceties, one
that will be overshadowed by the manual 997.
That much was true at the launch event. Porsche
only brought a couple of three-pedal and stick
examples to the launch, but the British group
commandeered a Coupe, in almost identical spec to
the blue GTS here, and it was that car which was
wrung mercilessly up and down that brilliant
highway by everyone who would subsequently
discuss it around the table.
Up and down the same piece of road in the UK as
the PDK, the manual car is a busier and, yes, slower
car. In the PDK you can be later and deeper on the
brakes into corners; the PDK’s speed in finding the
right ratio is instrumental in aiding its cross-country
pace. You keep both hands on the wheel too, making
for easier turn-in and winding off lock when you’re
exiting the bend. It’s possible to easily pull for
another ratio when doing so.
In comparison, the manual’s compromised
because while you can brake deep and late,
 41

ABOVE The addition of the

X51 Powerkit enabled the
3.8-litre flat six of a 997
GTS to achieve 408hp – an
increase of 23hp over the
powerplant of the Carrera S

FACING PAGE These 997

GTSs might be widebodied,
but in contrast to 911s of
today, they’re still a great
fit for UK roads
42 20 years of 997: manual v PDK GTS
for smoothness you’ll need to roll off the brake to
blip the accelerator for a rev-matched downshift,
taking your hand from the wheel while doing so just
as you’re reaching the critical point to turn. Slower
then, but joyous – wonderfully so – and ultimately
fast enough. I’d trade tenths in pace because the
six-speed manual transmission shifts so beautifully,
the gearshift moving with delightful accuracy and
weighting, the clutch light and precise and the brake
pedal offering such a well-positioned and stable
platform to work off.
Add steering that’s so nicely weighted, quick-
witted and accurate, and throw in the sonorous
notes emanating from the X51 and Sports Exhaust-
equipped 3.8-litre flat six, and it’s a drive which has
me remembering exactly why I desired one when I
first experienced it back in 2010.
Adding to all that is the suspension. In relation
to its specification, it’s all but identical to that of its
sport chassis Carrera relations. However, Porsche
tweaked the spring and damper rates, evidently
having a peek at the settings for the similar on-the-
road Sport Classic feeling. As a result, the firmer
GTS manages to deliver a ride that doesn’t bring any
compromises. Even on the appalling broken tarmac
that makes up much of the UK’s roads, it feels supple
and controlled, yet tight and accurate.
That’s true with both cars here. The manual
and PDK versions are brilliant examples of the 997,
arguably the model’s high point – outside more
compromised GT department possibilities – and
thus manifest as perhaps the ultimate representation
of a Carrera, and indeed the 911. With the 991
replacing the 997 very shortly afterwards, gaining
in wheelbase, weight and width, and being a more
digital than mechanical car in its make-up, it’s little
surprise that the 997, and specifically the 997 Carrera
GTS, is held in such high regard, and frustratingly,
never did depreciate because of this.
Clearly something of a last hurrah, the 997
Carrera GTS is perhaps recognition from Porsche’s
engineers that the demise of the 997 would be a
significant point in the 911’s history. It’s what one of
those engineers said to me on the launch back in THANKS Both 997 Carrera GTS
2010 that’s always resonated in relation to the GTS models in our test were supplied
by Paragon Porsche. For the latest
though: “There’s only one true GTS and that’s a stock, all of which comes with a
manual rear-wheel drive Coupe.” We at Total 911 are comprehensive 12-month warranty,
not about to disagree. visit www.paragongb.com.
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46 Projekt Limoncella

PROJEKT
 47

It’s the most interesting 911 restoration project

we’ve come across in a very long time. Paolo
Iacometti shares the ‘river to road’ story behind
his quite unbelievable Projekt Limoncella
Written by Wilhelm Lutjeharms Photography by Paolo Iacometti
48 Projekt Limoncella
f there’s a single story that’s grabbed the
attention of 993 enthusiasts these past
few years, it’s undoubtedly the Instagram
account Limoncellaprojekt. The person
behind the account is Paolo Iacometti.
Based in Italy, he’s done something quite
extraordinary: he’s saved a 993 which was
under water, in a river, for four-and-a-half years. Let
that sink in – pun intended – for a moment…
During our interview, it’s evident that Iacometti
is a true enthusiast and doesn’t crave any personal
attention. Still, it’s fascinating to learn more about the
Porsche enthusiast and his mindset for tackling such
a monumental project, even with the full assistance
and experience of a workshop.
Iacometti eagerly shares with Total 911 his
upbringing and how his love for cars and especially
Porsche’s 911 came about. However, he digs much
deeper than your general enthusiast. Iacometti
zooms in on the 993 and soon admits that to him the
993 RSR is the pinnacle of Porsche’s 911 air-cooled
development. Yet if you think he wanted to build a
993 RSR tribute, you’d be wrong. His 993 did take
some cues from the Cup and RSR, but the story of
this car runs in a number of directions and the end
result, and the dream that’s still being chased, takes
a different direction to that of an RSR tribute.
Iacometti was already driving his father’s Polar
silver 993, but he didn’t want to butcher the car to
make it suitable for track. Every time he took part
in an event with the 993 he thoroughly enjoyed it
and wondered how he could improve it. Then fate
intervened when the sunken 993 crossed his path.
“In 2018 I saw pictures of a 993 Carrera being
taken out of the river on Facebook. It was the year
when I thought regularly about stripping out my own
993 Carrera and turning it into some kind of track-
focused car. But then I reflected for a split-second
and realised I couldn’t do this to a pristine and cared-
for 993. I have too much respect for it. It was my
father’s car, with a full service history.
“The Facebook page on which I saw the car was
a group that I started and co-moderate. It was only
for enthusiasts of the Porsche 993. I messaged the
photographer for more information and asked if he
could take me to the car. The next day – this was
in June 2018 – I saw the car in real life. It was at a
terrible place: a sand quarry next to the river where
sand is extracted for building purposes on a daily
basis. When I saw the car I thought, emotionally,
‘Never’. But rationally I thought, ‘Paolo, maybe there’s
a chance you can build this into a razor-sharp, old-
fashioned track tool?’ This thought was running in my
head, over and over. I thought, at least, let’s try!”
However, Iacometti already knew about this car
as a youngster because one of the previous owners
– the third owner, Dr Andrea Giomi – was a Porsche
collector who lived in the same municipality as him.
This means his history with the car goes back more
than two decades.
The first owner was the Italian fashion designer,
Enrico Coveri. From the information Iacometti has
put together over the past five years, Coveri’s wife
went to the Porsche dealership in Florence and
ordered the car in the yellow that was closest to the
yellow that Coveri was using in his designs. This was
called Lemon yellow in the Porsche colour palette,
and was originally available during model years
1986-88. The car was passed on to another enthusiast
only a couple of years later, and Iacometti is now
well acquainted to this second owner. His name is
Alessandro Baccani, a Porsche 992 GT3 R driver.
However (and before Paolo had seen the car
pulled from a river), it was during a conversation
with Dr Andrea Giomi that Iacometti was informed
the person to whom Giomi had sold a 911 accidentally
drove it into the river during a rainy evening. “This
was in 2016 when I had this conversation and I didn’t
really think about it again. But when a couple of
years after this exchange I saw the pictures, I realised
it couldn’t be another car. I realised maybe here’s
an opportunity, because I won’t be butchering my
father’s pristine car, but I will be saving a car destined
to be crushed and destroyed.
“Believe it or not, the core of this project comes
from my appreciation of Porsche’s artisanal masters. I
like art, and I like museums,” says Paolo.
 49

FACING PAGE Here’s how

the car looked after it was
recovered from the river,
after being submerged for
four-and-a-half years

BOTTOM LEFT The cabin

after Paolo Iacometti spent
hours cleaning the interior
and taking more than a tonne
of mud from the car

LEFT July 2018 at 21:30 –

the very day Iacometti spent
removing the mud from the
car before transporting it by
truck to his parents’ backyard
in the Italian city of Pistoia

BELOW The cockpit was

completely stripped by May
2019, which Iacometti admits
was one of the trickier tasks
of this project
50 Projekt Limoncella

RIGHT In some instances the

mud worked as a protective
cover for parts of the engine

FAR RIGHT These camshafts,

serviced and polished, and
crankshaft, cylinder heads
and valves were reused
without any loss in terms of
quality and reliability

FACING PAGE In July 2020

the rebuilding process was
in full swing, along with
minor welding

BELOW The tinsmith started

work on the car in June 2020
while it was on the Celette
bench. The chassis was
placed on the bench before
the car was water blasted
 51

Iacometti had to pay the transfer of ownership

fees, as well as all the outstanding taxes during the
five years the car was being reassembled, as if it
were still on the road. “At that point I didn’t actually
know if the car was salvageable or not, but I wanted
everything to be legitimate,” he says.
Iacometti continues: “I put on old clothes, a hat
and long, thick gloves so I wouldn’t cut my hands,
and set a day aside to clean the car as much as
possible. The windscreen and right rear glass were
broken, but the rest were all there and perfect. The
window from which the previous owner had told me
he’d climbed through, in a desperate attempt to save
his life by throwing himself into the muddy waters
of the Bisenzio River, was completely open. I knew
it was going to be a long ‘Spaghetti Western’ day, so
I booked the tow truck for that evening. I didn’t eat,
just drank a lot of water. I think I removed around
a tonne, or more, of mud in one day! The rest of the
cleaning and meticulous disassembly – all done by
hand – took place at the back of my parents’ house.
Since then, every single part I’ve removed from the
car I’ve kept and stored.
“At the time I thought I can take some parts off the
car and leave the chassis in the garden at my parents’
house. What made this car also special is that it had
the early and rare short ratio gearbox: the G50.21.2.
I thought, let’s see what can be done, otherwise
the car would have been crushed. I didn’t have
experience of rebuilding or restoring a car. I didn’t
even have friends who worked in workshops.
“From the beginning I wanted to be involved in
the project. This means the workshop would need
to allow me to participate. I was thankful when I
found the coachbuilders: Autocarrozzeria Capecchi
in Pistoia, which was founded in 1952. They trusted
me and allowed me to be part of the project, and in
the end we actually became friends. There was a real
sense of community between myself and the artisans
at Autocarrozzeria Capecchi who restored this car.”
Needless to say, the 993 was completely stripped
bare. This is when the team realised there was no
structural damage to the car. “The most challenging
aspect was the disassembly process, and specifically
removing the electric seats,” says Iacometti. “These
were basically glued to the car by mud and rust, and
the aim was not to damage the control units or have
to cut the bottom of the car. Otherwise, the hardest
single thing to sort out was the gearbox.”
Specific new parts that were fitted included an
RS/Cup killer switch mounting base, an RS/Cup
brake control unit mounting bracket, an RS/Cup front
hanging hook reinforcement and an M003 Momo
steering wheel with quick release, plus an adjustable
throttle pedal. A genuine Porsche M003 (RS
Clubsport) full aero kit has been fitted, while up front
there’s a welded strut reinforcement with genuine
Porsche parts, as was used for the 993 RSR. The rear
and side glass are also polycarbonate.
In the drivetrain a single mass Porsche flywheel
and pressure plate have been installed, while a Sachs
performance clutch, a larger master cylinder from
JPL Germany, and the original limited slip differential
has been completely rebuilt. The latter is part of the
52 Projekt Limoncella
original car’s specification and so was option M220
(“option-LSD”).
The M64.05 engine was completely rebuilt
with most of the parts surviving their time in the
river. Both the intake and the ECU are from the
M64.21 that came with the VarioRam air intake
system. Aluminium billet Rennline engine covers
were fitted on both the upper and lower side
of the flat six.
The onslaught of undated parts continues
throughout the car. In terms of the exhaust system,
the primaries, catalytic converter box and mufflers
are all the original components. The primaries
have been stripped from the heat exchangers and
sand blasted. The catalytic box has been opened
and sand blasted with the old catalytic elements
removed and HJS Motorsport ones inserted with
100-cell high-flow and high-efficiency units. The
mufflers have been opened, sand blasted and
then carefully modified according to the RSR
muffler specifications.
As per an RSR, a lot of equipment has been
left out during the rebuild. This includes the
airbags, air-conditioning, heating, carpets and
sound deadening, to name but a few. An original
964 roof was located in Germany, and few people
know that a 964 and a 993’s roof are the same.
 53

OPPOSITE TOP Anti-rust

primer was applied to the car
in March 2021. The body was
seam welded accordingly to
RSR welding specifications

OPPOSITE LEFT The engine

was finally reassembled at
Autorlando Sport of Pedrengo
(BG) in November 2022

OPPOSITE RIGHT The

painting process began in
June 2021. Iacometti wanted
the bottom to be protected as
much as possible, just like the
standard 993 Carrera version

LEFT The car was

reassembled in December
2021. The final exterior paint
layer would be applied once
the 993 was reunited with
its engine

BELOW LEFT The 993 with

its gearbox in place, ready
for the transportation to
Bergamo where the engine
was fitted

BELOW MIDDLE A three-

way adjustable coilover
system from Motion Control
Suspension was fitted, which
included its own aluminium
billet camber plates
54 Projekt Limoncella

“Furthermore, the chassis, when it was stripped

to bare metal, was fully reinforced with interrupted
seam welding, according to the specifications of the
993 RSR race car. The car is now ready for a Matter
roll cage to be welded in, but it currently has the
rigidity that’s at least equal to the RS (M002), without
the welded cage,” says Iacometti.
“The aim was to make a car that will be close to
that of a combination of the 993 Cup and RSR racing
cars. However, when I discovered the rear quarter
panels needed to be cut, I decided against changing
this element of the body. I also wasn’t aware that if
you install a full roll cage, the car won’t be road legal
here in Italy. So, I thought to gain stiffness, what if we
applied the welding methods used on the 993 RSR?
That would also add some weight, but it’ll be lower
down in the chassis and not close to the 42kg weight
of a full roll cage. However, if I do want to add the
roll cage one day, the chassis is ready for that. I found
the information of the welding methods Porsche
suggested to the racing teams when a new 993 body
was ordered.”
The suspension features adjustable mono-ball drop
links from Tarett Engineering and there are no rubber
bushes in the car. The subframe mounts are solid
billet aluminium. The engine carrier is that of the RS/
“I think I removed around a tonne,
Cup and the engine supports are semi-solid Rennline
blue rubber mounts. The gearbox mount is also semi-
or more, of mud in one day”
solid, as is the RS short shift leverage – the so-called
golden-rod – which are both from FD Motorsport. At
the rear are new RS A-arms and Rennline mono-ball
adjustable control arms. The front A-arms use Teflon
line inserts and the front features re-engineered RS
wheel carriers in aluminium billet from BBi. There
are front and rear adjustable Porsche RS sway bars
with Powerflex black series bushings and Moonball
drop links, also from Tarett Engineering. The steering
pump was removed from the right rear bank of the
engine and replaced with the RSR electric pump in
the luggage compartment.
The brake and fuel lines are all-new genuine
Porsche parts, while the brake calipers are the
original ones that have been restored, checked and
reinstalled, with new pistons and seals. The fuel tank
and accessories such as the fuel level sensor are the
original ones restored to brand new condition, as well
as the brake fuel reservoir. Last but not least, Recaro
Podium Carbon seats have now been fitted.
It’s evident that over the past few years Iacometti
has learned nearly all there is to know about the 993,
as he’s restored, rebuilt and improved it. During our
interview he shows us some elements of the car
that he kept. It includes the quartz analogue clock
that indicates 06:42 PM, the time that the accident
possibly took place and when the car’s electronics
stopped working on 14 February 2014.
On 25 July 2023, Iacometti took the revived 993 out
on the road for the first time. The date is etched into
Iacometti’s mind forever: “I was rather emotional, but it
was very exciting,” he says. It seems there will be a
long journey ahead for Iacometti and this 993, as he
still has a number of ideas and plans for this unique 911
and its truly inspiring story.
 55

ABOVE LEFT The interior

resembles that of a pure
993 Cup and RSR race car

ABOVE RIGHT The VarioRam

intake, fully checked, oiled
and revised, was found on an
industrial estate in Lombardy

LEFT On the road, and fitted

with a customised BBS
Motorsport set, originally for a
996 Cup. This 993 now offers
the same channel width and
offset as the 993 Cup

BELOW Driving Limoncella in

Val d’Orcia. Note the headlight
washers delete (like the RS)
and the M003 RS Aerokit with
side skirts. The front lid as
well as the front fenders are
made of carbon kevlar
56 Porsche Index: 996 Turbo

Written by Kieron Fennelly

PORSCHE
INDEX
996 TURBO
The original usable supercar and an exceptional GT, the
996 Turbo remains good value today – providing you buy
the right example. Total 911 presents all you need to know

HISTORY & TECH
T
he renown of the Porsche Turbo extended
well beyond the realm of 911 fans, long
before the end of the air-cooled cars. This
synonym for wild performance, so redolent of the
1970s, was an image that Porsche had been trying
to change since 1984. The stillborn 965 Turbo was
an attempt to make a high-spec 4x4, a kind of
lesser 959. With the 993 Turbo in 1995, Porsche
went much further down the route of creating a
sophisticated, range-topping 911 GT with twin-
turbocharging and all-wheel-drive. The advent of
water-cooling and the first new 911 chassis since
1963 enabled Porsche to design the 996 Turbo
from the ground up. No longer would engineers
have to shoehorn turbochargers, intercoolers
and air-conditioning into a shell that was never
conceived for them in the first place.
The heart of any 911 is the flat six. The 996
Turbo used a different engine from the Carrera. To
justify the considerable development costs of the
dry sump ‘Mezger’ (designed in fact by Herbert
Ampferer) for the competition-orientated 996
GT3, this engine was also used for the Turbo. Here
it could be detuned slightly because additional
power would come from the forced induction of
the twin K17 turbochargers.
The 11.7:1 compression ratio of the GT3 version
was reduced to 9.4:1, which was still impressively
high for a blown engine, and the GT3’s titanium
conrods were replaced by forged-steel items.
Power output was 420bhp at 6,000rpm, with
peak torque between 2,700 and 4,600rpm. The
introduction of VarioCam Plus helped to improve
mpg, but also smoothed the rise in the torque
curve which, as ever, bent upwards emphatically
at 2,500rpm as the effect on engine breathing of
the twin K17s was felt. The 996 was the first Turbo
to offer automatic transmission – a five-speed
57
unit from Mercedes-Benz – and optional carbon
ceramic brakes.
The Turbo’s appearance was strikingly
different from the 996 Carrera. Its wider body was
enhanced by larger tyres, especially at the rear, and
specific side skirts. At the front, the bespoilered
valence was much lower, and the rear – also wider
and lower – was topped by an aerodynamic wing,
the top half of which was speed-sensitive and
lifted above 120kph. Imposing vents behind the
rear wheels and across the engine cover added to
the impression of a very special 911. The engine
compartment itself was a minor masterpiece
of packaging and the 996 Turbo Cabriolet, not
launched until 2003, required even greater
ingenuity because its hood left even less space for
engine components.
With a choice of gearboxes and roof style, the
996 was the most versatile Porsche 911 Turbo yet.
58 Porsche Index: 996 Turbo

T H E VA LU E S STO RY

T
he 996 Turbo got off to a flying start in
Great Britain. Having earlier announced
a price of £94,749, Porsche GB was able
to reduce it to £86,000 thanks to an improved
exchange rate of €1.69 for every £1 (a figure that
makes us weep today). At this price it offered
remarkable value for money among top-flight
performance cars, but although it sold well, like
the 996 Carrera it lost value relatively quickly.
Ready supply meant almost no waiting list and
many 996 Turbos were company purchases.
While being able to say “I drive a 911 Turbo”
was quite a cachet, it engendered almost a
‘commodity image’, albeit one of high value.
By 2005, a two-year-old 996 Turbo with
12,000 miles could be found for two-thirds of
its original retail and this decline continued until
about 2015, which was probably the lowest point
when examples appeared around £20,000.
Subsequently, the car’s values have improved,
and today’s offers range widely: £25,000 buys
a well-worn Turbo, while £60,000 will get you
an exceptional example. Most 996 Turbos fall
between £35,000 and £45,000.

MARKET 996 C4S 911 SC 997.1 Turbo 991.1 Carrera

R I VA LS The ‘Turbo without a turbo’ was a The least expensive of the air- The Gen1 model used the same With a new chassis, the bigger
recipe Porsche had tried before: cooled cars, £50,000 should buy engine and over the 996 Turbo it 991 feels a much more modern
In a segment
the Carrera 4 with the wider body, a healthy if high-mileage SC, offers a better-finished cabin and car. Starting at similar money,
stretching from
lowered chassis and bigger tyres though you’ll need to be wary of the improved ride of the upgraded a 10-year-old 3.4 Carrera is
£30,000 to
of the Turbo was as handsome corrosion, the greatest enemy 997 chassis. Average 997 Turbos probably still depreciating, unlike
£50,000, there’s
as it was practical. A special 996, of old 911s. Values on these cars cost around £45,000 and offer a the other 911s here. It’ll give you
no shortage
though there are many of them have been creeping up in the last superior drive to a 996, but if you more tech but the 996 Turbo
of interesting
around. Today, £30k should 18 months, though they are far find a 996 in better condition, it arguably has more character.
possibilities
less practical than a 996 Turbo.
 59

“Visibility is remarkably good, the car feels

compact, and combined with Porsche’s excellent
hydraulic steering, it’s easy to place”

DRIVING EXPERIENCE

O
nce again with a new 911, correspondents
were unanimous. Dry road adhesion
was unimpeachable and in the wet, there
was no need to slow down much. The viscous
coupled transmission, which in the 996 Turbo
delivered 95 per cent of the torque to the rear
wheels most of the time and never more than
40 per cent to the front, was thought faultless –
as was throttle response.
Twenty years ago, 0-100mph in 9.4s and a
top speed nudging 190mph were sensational
in a mass-production car, but once again a 911
stood out because of the way it handled. As one
journalist put it, “The most impressive thing is
the balance the 996 Turbo strikes between driver
involvement and comfort. It has a suppleness in
its whole demeanour not found in any other 911.
At first it feels too soft, but then you realise that it
rides the roughest of surfaces with no complaint,
the movements are so well-controlled that you
can maintain remarkable speed on the most
treacherous roads.”
Today, a good 996 Turbo should still feel like
that: smooth, responsive and – once the turbos
are in their stride – electrically fast. Where the
996 shows its age is in the cabin. Even in 2000,
the finish of the dashboard and controls was
thought lacking at this price, even with the all-
leather finish of the Turbo’s interior. However,
compared with the 991 and later 911s, visibility
is remarkably good, the car feels compact, and
combined with Porsche’s excellent hydraulic
steering, it’s easy to place. Praised at the time,
the Tiptronic is well matched to the engine and,
as intended, makes this Über-Porsche a fine
tourer without blunting its dynamic quality.
60 Porsche Index: 996 Turbo
BUYER’S GUIDE
T
he 996 Turbo is now at best 20 years
old, an age when most mass-produced
cars tend to be scrapped, deemed not
economically repairable. This rarely applies to
Porsche sports cars, which are better engineered
and more expensive from the outset and likely
to retain much more of their value. But after two
decades, replacement parts will be essential.
For very low mileage cars, age alone causes
deterioration and corrosion, while 100,000-mile
examples will additionally show suspension
and steering arm wear, and the underside the
depredations of dirty winter roads. Buyers
should look for a Turbo with a full set of Porsche
or Porsche-independent services. 911s of
this generation were the last where Porsche
recommended annual services, so an example
with a run of 20 unbroken dealer stamps (and
they do exist) is a confidence-inspiring start.
The 3.6 isn’t the most refined engine, but it’s
“bulletproof” according to specialist Northway
Porsche. Provided it’s been maintained regularly,
the worst that can happen is a stretching of
the timing chains. This causes an irritating
rattle, but it’s not a reason for intervention. The
turbocharger housings corrode, although if rust is
identified early enough then they can be replaced
– a long and expensive task. If the corrosion
extends beyond a certain point, dismantling is
impossible and the only recourse is an entire new
unit, for which Porsche charges £3,000. A mild
steel-bodied tandem suction pump is attached to
the cylinder head and this can rust through, and
again this is an expensive (£800) replacement
from Porsche. A 996 Turbo has no fewer than
seven radiators – three for engine cooling at
the front plus the two air-conditioning matrixes
(ensure the air-con is functioning) and a pair of
intercooler radiators behind the rear wheels.
The Tiptronic transmission is normally well-
behaved provided it’s received scheduled fluid
changes (check service history) and a hard-used
manual gives its age away in a certain slackness
of the gear lever, combined with a heavy clutch.
Enduring 560Nm torque is hard on the cogs and
synchromesh on the lower ratios can suffer.
Underneath, a comprehensive maintenance
record should show component replacement
such as steering arms and front suspension
top mounts. Brake pipes should be recent, as
should signs of attention to the exhaust where
manifold bolts fuse, making gasket renewal a long
job. Ideally, after 20 years little of the underside
pipework, brakes and coolant runs should be
original. A test drive will quickly reveal suspension
or steering maladies, but a correctly maintained
and presented example should ride and behave
almost like new.
As ever, a long-term, successful purchase
depends on condition and service history.
Worth bearing in mind, the 996 Turbo is a more
complex 911, so being able to shoulder a larger
maintenance budget than for a nat-asp 911 also
needs to be part of the purchase decision.
 61

LEFT Interior equipment

of the 911 Turbo with the
three-spoke steering wheel,
Porsche Communication
Management (PCM)
and, for the first time in the
996, a glove compartment!

BELOW Tiptronic S
transmission was
available on the
911 Turbo for the first
time with the 996

DESIRABLE OPTIONS
Considering it was the 911 flagship, the Turbo wasn’t generously optioned.
At the end of production in 2005, an S version offered a more luxurious
cabin and the X50 engine upgrade (bigger turbochargers and 30 more bhp),
albeit for £25,000 more than the plain Turbo. Apart from the X50 Powerkit,
ceramic brakes (available from 2002) were £5,500, but virtually all 996
Turbos will have steel discs by now.
Worth looking for is two-tone leather: with lighter seat inlays and door
panels, this brightens up an otherwise sombre cabin, and the hardback
Sports seats provide better location than the rather flat standard items.
Cruise control and rear parking sensors were both options the road testers
all thought should be standard. Most Turbos were finished in black, grey or
silver, so a rare yellow or red example stands out from the herd, often priced
higher. The Turbo Cabriolet arrived in 2004 and was usually specified with
Tiptronic transmission.
62 Porsche Index: 996 Turbo

INVESTMENT POTENTIAL

Z
uffenhausen turned out no fewer
than 21,000 996 Turbos and initially
depreciation was steep by Porsche
standards. The 996 Turbo S, of which only 1,563
were made, currently sells at around £65,000, and
low mileage examples of these are far more likely
to be considered collectable in the long run. So,
unless you come across an example with delivery
miles and a rare, outlandish spec, the 996 Turbo
should be considered a 911 to buy and use. It’s
not a Porsche to lay down in expectation that it’ll
emulate the desirability and value of the air-cooled
Turbos. What it lacks in investment potential
though, it makes up for in the way it drives.

“The Turbo is sufficiently different

from the naturally aspirated 911 to
provide another driving experience”
 63

BELOW Aspirated by two exhaust

turbochargers with a charge air cooler, the
flat six engine achieves 420hp at 6,000rpm

T O TA L 9 1 1 V E R D I C T
As has been said of both the 996 and 997
Porsche Turbos, as a second-hand purchase no
competitor comes close. It’s properly engineered
and built with proven underpinnings, gives more
performance than you could ever extend fully
on the public highway, and is available for the
price of a bland family hatchback. However, the
buyer needs to know what they want. The Turbo is
sufficiently different from the naturally aspirated
911 to provide another driving experience. Going
faster will take less effort from both driver and
car. It’s the difference between a GT and a sports
car. To someone with no Porsche experience, the
unrelenting pace of the 996 Turbo, which – 4x4
notwithstanding – is potent enough to get the
uninitiated into trouble, may outweigh the
ego-massaging effect of owning a “Porsche
Turbo”. Hence the numbers of these cars, like
old GT3s, which have changed hands frequently
during their lives.
However, purchased with due diligence, the
996 Turbo offers fantastic performance for the
money in a package that’s practical, hard-wearing
and which has plenty of specialists who know
how to look after it. If cost of ownership doesn’t
discourage you, then your original investment
is relatively safe. All that remains is to enjoy
driving it.
64 Makellos Classics
KEEPING HISTORY
Written and Photographed by Max Newman
Total 911 visits Makellos Classics, a boutique
restoration business in San Diego, CA, which is
doing a fine job of preserving Porsche’s earliest 911s
nearly 60 years after they first left the factory
estled adjacent to the Mexico-
United States border on the
Pacific Ocean coast, California’s
southernmost city, San Diego,
is characterised by sandy-
haired surfers and 70 miles of
sun-dappled beaches. There’s
something about border towns – a cultural diversity
that fosters creativity across the arts and food scenes,
and carries a kinetic and free-flowing energy. San
Diego is a big city, but it can feel like a collection
of villages, each one individual in its personality.
The 911 scene feels like a microcosm of this. This
is reflected in the variety of clubs, meets, magazines
and specialists that serve, foster and support such
a diverse group of enthusiasts. Total 911 finds itself
on the premises of one such specialist – Makellos
Classics – on a typically balmy Californian Tuesday.
Makellos Classics sits discretely in Escondido,
one of the oldest cities in San Diego County, situated
in the North County region. Led by proprietor Matt
Kenyon and project manager Greg Bartley, the name
Makellos translates from the German word for
‘flawless’. Something that’s flawless is free of faults and
you can see this in the way the company approaches
its business, which focuses on maintaining and even
reviving the vintage air-cooled 911. Doing this properly
takes real skill, so we’re excited to see more.
65
66 Makellos Classics

ABOVE The ramps at

Makellos are full of long hood
and impact bumper Porsche
911 restorations

RIGHT Editor Lee Sibley

chats Porsche with Makellos
Classics owner Matt Kenyon
and Greg Bartley

FAR RIGHT In company

storage you’ll also find a host
of air-cooled gems waiting for
restoration, and their day in
the sun once more

FACING PAGE From the past,

for the future… one of the
earliest 911s that Total 911
has ever seen

Originally, it was a service-led business and
while this remains core to Makellos, the focus for
the past few years has been on restoration services
and bespoke projects. Makellos Classics also carries
an inventory of carefully selected cars for sale.
Highlights include a 1971 911T with a mere 23,500
original miles, and a 1976 930 Turbo meticulously
restored in-house in 2018. Needless to say, these cars
look just as great today as they did when leaving
the factory in Germany, many miles away and many
years ago.
Matt and Greg understand that the enthusiasm
for air-cooled and classic 911s in California and
across the United States is as eclectic as San Diego
itself, and that ‘flawless’ will mean different things
to different people. At Makellos Classics, great stock
is placed on the relationships forged with its clients:
a deep understanding of the rarity, condition and
intended use of the base car; as well as the goals,
aspiration, budget and timeline for a given project.
Makellos Classics can even source the base car on
behalf of a client.
The type of builds that come from these ideas and
planning meetings range from concours restorations
of the type one might see at Pebble Beach or Salon
Privé; sympathetic preservation of provenance and
rare cars; show-quality cars built to be driven; hot
rods; and classic 911s enhanced and personalised for
modern-day motoring in the fashionable restomod
style. It’s interesting to think of these categories not
67
as mutually exclusive, but as areas where one can
blend with another.
Key to the success and delivery of such projects
is the skill and expertise found in the workshop. At
Makellos this is delivered by head master-technician
Tom Muehl, master service technician Mark Straka,
and sales & tech assistant Kevin Grace. Together they
bring 60 years of Porsche technical expertise to any
project in the workshop.
Each build or restoration has a technical lead and
following the ‘green light’ being given to a project, a
comprehensive build document is created to outline
the plan and schedule. Broadly, the route each car
will follow moves through disassembly, photography
and cataloguing, metalwork, primer, bodywork, paint,
cosmetics and reconditioning, prior to reassembly
and, finally, shakedown.
During our visit we were lucky not only to
witness the delivery of a completed ‘turnkey’ project
to its new owner, but also thanks to the kindness
and generosity of said owner, David Zimmerman,
drive it. Based on a 1972 911T that Makellos Classics
sourced for the client, the car has been meticulously
restored, given an RS-style makeover, bolstered with
more torque from a 3.6-litre motor, and updated with
some discrete interior enhancements to help it blend
seamlessly into modern life and the Texan climate
that it’ll reside in.
Also in the workshop was a gold G-Body Targa
from Nevada in the disassembly and cataloguing
68 Makellos Classics

phase of a complete restoration, and Makellos

Classics’ own Oslo blue 1979 Turbo project. This car
is already a riot of rare parts and beautiful detailing.
It’s fitted with a rare five-speed RUF gearbox, and a
ducktail spoiler facilitated by a Makellos Classics-
built 3.5-litre motor, featuring an air-to-water cooled
intercooler and 964 cams and crank.
In the storage area sits the beautifully restored
body of a 1972 911T with flared arches added front
and rear as part of a forthcoming ST build. It’s parked
next to an original example of one of the earliest 911s
we’ve ever seen. Also present are a handful of 993s at
the other end of the air-cooled 911 era.
Perhaps characteristic of southern California and
certainly in evidence in the workshop at Makellos
is an air of cool calmness, which belies the focus,
expertise and work ethic in evidence when you
spend time around the place. It was a privilege to
witness and a pleasure to photograph.
Makellos’ work is far more than mere restoration.
With all long-bonnet 911s now more than half a
century old, many of them are rarely used because of
their antiquated driving experience and, quite often,
their poor condition. However, the team at Makellos
is renowned in SoCal for breathing new life into
these classic cars. Be it a sympathetic restoration or
a full-on restomod build, the company makes them
useable, engaging and relevant all over again.
This work carries great significance: Makellos is
preserving the prestige of these earliest 911s, enabling
more of them to be seen and enjoyed by others, and
keeping that crucial link to the ubiquitous modern
Neunelfer alive. We hope that the company’s flawless
commitment to the vintage 911 continues for many
years to come.

TOP RIGHT Makellos can FAR RIGHT Attention to

faithfully restore a classic
911 or customise it to your
wishes, as seen here on the
awesome interior of this Oslo
blue 930 hot rod
detail… Greg and Matt look
over the Albert blue 911T
restomod prior to its new
owner taking delivery
 69

“The team at Makellos is renowned in

SoCal for breathing new life into
these classic cars”
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72 Living the Legend – 911 owner reports

Our contributing enthusiasts from

around the world share their real-life
experiences with their Porsche 911s

I mentioned recently
that I was craving
some much-needed
miles on the road in
my 996.1 Carrera.
I’d covered a lot of
Lee Sibley
Poole, UK mundane driving in it of late and, though
a Porsche typically makes even dull
@9werks_lee journeys fun, I yearned for a short road
9WERKS TV trip to indulge in the sort of curves this
9WERKS Radio car is made for. That duly happened this
month with an excursion to the north of
Model 996.1 CARRERA England, and it’s definitely reignited my
Year 1998 passion for this brilliant little 911.
Acquired JANUARY 2019
I had business in the north thanks to
Model 996 40 JAHRE an invite from Porsche GB to test the new
Year 2003
Acquired APRIL 2023 V8-powered Cayenne S off-road (you can
read all about it at www.9werks.co.uk),
so I decided to extend my stay for a
couple of days and recce an exciting off from life’s pressures and just focus on passed I kept asking myself, could you
route for a future road trip, which will the joy of driving. I barely turned the radio have any more fun in a car further up the
be offered to members of the 9WERKS on – the only music I needed was coming food chain? The conclusion I came to
Driven Not Hidden Collective. If you’d like from the flat six behind me. was you could not.
to join, by the way, you can do so at I’ve waxed lyrical before at how I I left Dorset with a pristine-looking
www.patreon.com/9werks. believe the car’s 300hp and 1,300kg 996 and returned three days later, the
For obvious reasons I won’t be are perfect figures for fast road driving: car totally covered in road grime and with
revealing the route here, but suffice to you can really exploit what the car is all some 600 new miles on the odometer.
say I took in some outstanding roads about, without going too fast and getting My phone, meanwhile, had a clutch of
right across the north of England, even into trouble with the law. Wringing out cool photos (some of which you can see
venturing into the Scottish lowlands the 996.1’s 3.4-litre flat six for three solid here) while etched into my brain I’ve
on one particular day of getting carried days proved a marvellous experience, got awesome memories of yet another
away! It’s exactly what car and driver dancing the car through the corners and fabulous trip in this cheap little 911 that
needed. I was out on my own for the playing with the 911’s unique dynamics. I love so much. So much so, I’m already
entire trip (thanks to Mrs Sibs for It was honestly exhilarating. As a 996.1 itching for more fun miles to roll under
allowing me to bugger off for a few days!) Carrera, this thing’s one of the cheapest the wheels of Little Irish! Let’s see where
and absolutely adored the time to switch 911s you can buy, yet with each mile that car and driver are headed to next…
 What was going to
be a fun weekend in
Florida with some
friends to attend
a car show is now
turning out to be
my first major road tour of the year. The
James McGrath Porsche Club of America (PCA) holds
Minneapolis, USA several extremely popular events each
year, one of which I attended last year at
@auto.amateur Amelia Island – Werks Reunion – in the
Auto Amateur Sunshine State (to be fair, more like the
Alligator State, but I digress…).
Curb and Canyon Werks Reunion is a PCA event held
over a long weekend of various car
Model 991.2 CARRERA
Year 2018 shows. Friday is Werks and purely for
Acquired 2023
Porsche nuts, Saturday is Cars & Coffee
where everyone is welcome and Sunday
is the 29th annual meeting of the Amelia
Concours d’Elegance. The latter I hear
is a fantastic event, but unfortunately
last year I had to head off back to
Minneapolis early Sunday morning. This
year I’m planning on taking my time to
soak in as much car and Porsche culture
as I can.
Like last year, myself, Jay Read (that
other British ginger Porsche ‘Tuber) and
Michael Wooten (of YouTube’s Michael’s
Motors and Meats) are clubbing
together to rent an apartment facing the
ocean on the beach of Amelia Island.
Last year I rented a Panamera from a
local via the Turo website, but this year
I’m mixing it up by having my own 911
transported down to Florida so I can
join in directly with the other owners
attending the various events and shows.
I’ll then plot a route back to Minneapolis
and drive home over a couple of days.
The opportunity of having my own
car parked alongside hundreds and
hundreds of other 991.2-generation
911s is really exciting.
One of my favourite things about
car shows is spotting the reactions
of kids when they see certain cars.
If anyone asks if they can check out
my car, I gladly give them the key so
they can open it up and examine it for
themselves. However, when a child asks
I can’t give them the key fast enough
and offer them the chance to sit in the
driver’s seat, and even fire up the engine
if their parents are okay with it.
Some people squirm at the thought
of having people do this, but for
me… I WAS ONE OF THOSE KIDS!
All throughout my childhood I was a
Porsche 911 fan and it wasn’t until my
mid-30s that I finally got an opportunity
to sit in one. There were no car shows
like this to speak of in my home towns of
Liverpool and Birkenhead, at least none
that I was aware of. The closest I came
to a 911 as a kid was seeing one or two
parked outside one of the golf courses
like Caldy or Royal Liverpool in Hoylake.
Perhaps it was just me, but even then
I would never have had the nerve to wait
around for the owner to show up and
ask for the key. They probably would
have called the rozzers and reported
that a scally was trying to steal it (If you
know, you know)! My mind would have
been blown to have had a chance to sit
inside and check out a 911 as a kid.
Friends, family, strangers alike – if
you ever see me out in the wild, my key
is yours. Open the door, feel the unique
contours of the Porsche 911 seat as you
get in, grip the steering wheel and look
at the dials of the instrument cluster.
Then imagine what it feels like to drive on
a twisting road through the mountains.
Crank the key and find out what happens
when you hear the engine roar as it fires
up – the thrill, the goosebumps, the rush
of adrenaline from hearing the flat six
come to life. It all begins with a key.
74 Living the Legend – 911 owner reports

The road ahead

is paved with the
promise of what’s
next. While the
topics of firsts,
CP Morey
Atlanta, USA worsts and bests
offer entertainment during the 9WERKS
@gtsence
Radio segment, it’s the discussion about
Model 997.2 CARRERA GTS your next Porsche that truly captivates
Year 2011
Acquired 2013 my interest. Perhaps it’s because I don’t
merely have a single “next” in mind, but
Model 992 GT3
Year 2022 rather, an entire list of prospects.
Acquired 2022 This list is ever-evolving. Cars are
Model 991.1 CARRERA GTS added, ranked and occasionally dropped
Year 2016
Acquired 2020 as I gain first-hand experience with
them. For instance, the 1963 356 didn’t
quite meet expectations. It felt loose and Porsche model. Dating back to the representation of each major body style
underpowered, with disappointing brakes early 1970s, customers opting for the offered by Porsche in the 911 line-up.
and a lacklustre exhaust note. M491 package with their 911 Carrera Furthermore, opting for a Targa with
However, amid this fluctuating list, RS were rewarded with wide fender a whale tail would not only broaden the
there’s one car that’s held the top spot flares, 917-derived brakes and a host of collection, but also harmonise with the
for some time now. It’s one that’s eluded other enhancements. This option code ducktail and slick-back cars already
me despite several attempts to acquire continued into the 1980s, where M491- parked in the garage.
it through platforms like Bring a Trailer, equipped cars boasted wider, turbo-look The collection would stand as a
PCAR Market and even RM Sotheby’s bodies along with similar performance testament to the evolution of the 911,
White Collection auction. The search and cosmetic upgrades. In many circles, spanning its three major architectures.
continues in my pursuit of an M491 Targa M491 cars are simply referred to as The air-cooled cars represent the first
equipped with the G50 transmission – Turbo-look 911s. generation, with the 996 marking the
fuelled by the dream of owning one like As a fan of the 911 GTS, I can’t change to water cooling as well as the
this Minerva blue specimen, as captured help but notice the parallels: a wide- first major redesign of the platform
by Total 911 reader Ash Chan Tan at body design, upgraded running gear, architecture. The third change came with
Rennsport Reunion 7. Yet with such special interiors and extra power the 991 in 2012 and is still used today.
specific criteria, the pool of available cars on tap. In essence, the GTS, with its A 3.2 Carrera parked next to my 997
is limited, with most sources claiming blend of performance and cosmetic and 991 adds up to a car from each of
fewer than 100 units were sold in the US enhancements, serves as a modern the three architectures. While the dream
between 1987 and 1989. counterpart to the M491. remains just that for now, perhaps one
There’s a method to this madness, Adding a Targa variant to complement day I’ll find the right car to complete a
one that becomes clearer upon my existing 997 Cabriolet and 991 Coupe set that offers a such wide range of 911
delving into the history of this special seems like a perfect move, offering experiences in just three cars.

I’ve been very lucky
in having driven
most generations
of the 911. However,
the 992 had escaped
me, only having been
Andy Brookes a passenger up till now.
Poole, UK
We planned an episode of the
@993andy 9WERKS Radio podcast to celebrate
9WERKS Radio 992.1 before production ends, so I
needed to get a first-hand drive so that
Model 911 SC I could pass on my opinions with some
Year 1978
Acquired MARCH 2023 sort of authority. Porsche Bournemouth
very kindly arranged for me to
sample a 992 GTS Cabriolet with PDK
transmission for the day. It took me an
age to find out how to start the car – it
appears you use the light switch!
Once I got it home I took a photo of
it next to my SC on the drive, to give
a true impression of the differences in
scale. Yes it’s wider, yes it’s longer, but
not as much as I had thought. I wonder
if having them in the same colour helps
to see the true difference.
I picked the GTS up on a rather
slimy road condition day, and the car
was a two-wheel-drive model. I didn’t
check to see what tyres it had on it, but
what I can tell you is that the car was
very playful! To the point that I felt a
little scared to give too much throttle. I
thought that the throttle control wasn’t
consistent. Sometimes there was a
smooth feed in of the power, and other
times an abrupt increase in power
would lift up the rear wheels. I sampled
all the modes from Wet to Sport Plus,
but couldn’t find any that gave me the
consistency I wished for. I also didn’t like
the exhaust valves fluttering about.
I enjoyed the chassis from a turn-in
point-of-view, but missed the feel of
the steering wheel telling me about the
surface changes and the clip of the white
lines when going through a corner. The
GTS ploughed through details like that.
The spring and damping rates
felt good to me. I wasn’t upset by an
unpleasant ride or felt that it was too
soft. It’s a well-judged chassis on the
GTS model and extremely capable, but
I would want more feel if it were my car.
The 992 was a similar exterior colour
to my SC, but the interior was a very
boring black. Wouldn’t it be great for the
dealer to have specced a bright interior
to contrast with the grey exterior? Please
take the challenge up, Porsche Centres,
and let’s bring some colour back into our
lives. The centre analogue dial is a delight,
the digital dials don’t offend me, but the
75
outer dials are obscured by the chunky
steering wheel, rendering them all but
superfluous to requirements compared
to my SC, where all the dials are easily
seen with just a small head movement
(the GTS required a shift in timezone to
view the outer dials).
Because the car was a Cab there
were a few squeaky window rubbers
around the place. I would be getting the
silicon spray or the Gummi Pflegev out
if it were my car, as they would drive me
insane. The rest of the interior felt good,
but no more special than many other
new cars that I’ve been in of late. I’m not
a fan of the pop-out door handles. Give
me simple door handles any time.
I guess that sums up my feeling on
the whole car for me. I’m an old school
guy who likes simple. I don’t really enjoy
something that drives for me – I want
to drive it. I felt like a rag doll at times,
thrown around by the inconsistent
throttle response, gear changing at any
time, not having the full feeling that I
would like through the steering wheel. I’ll
stick with my old bangers thank you, but
I do still hanker after a drive of a Carrera
T. If the GTS were my skin I wouldn’t feel
comfortable in it. The skin of a Carrera T
may well feel more ‘me’.
76 Living the Legend – 911 owner reports
Gloves pulled up,
straps fastened
tight. Helmet on
and buckled, goggles
pulled down. I’m
Saquib Ramday conscious it’s a cold
Hampshire, UK morning, minus 7 degrees Celsius at
@997gtsmanual nearly 2,800 metres above sea-level, the
sun barely breaking through small gaps
Model 997 GTS
Year 2011 in the clouds. Light easterly winds.
Acquired 2023
Pushing down on the balls of my
feet, first one, then the other, I hear the
familiar metallic click of boots locking into
the binding. Poles in hand, I push away,
starting to slide down the hill. I can feel
the ridges of the freshly groomed snow
through the soles of my boots, sharp ski
edges gripping the ice as I make short,
swinging turns down a narrow track.
In my younger days, I would
immediately start attacking the slopes.
Today, I’m more careful to allow time
for fluids to circulate and the engine
to warm up gently. Keeping the revs
between 3,000 and 3,500rpm, largely
in second and third gear, by the time
I approach the chair lift I can see the
engine oil temperature dial starting to
move, which means we’re pushing past
60 degrees Celsius. Heading back up, I’m
enjoying a moment of solitude, soaking in
the view of snow-capped peaks, thinking
about the clattering sound of my skis as
they ride over a hard-packed piste.
A passionate skier, I’ve only missed
one season (due to Covid-19) since I
started learning to ski as a three-year-
old. I bought my first pair of skis in Val
d’Isère when I was 21, flying in from the
US to visit a friend who was doing a ski
season. In recent years, the logistics of
young children has meant it’s easier to
rent, offering an opportunity to change
skis, try different models, and use a
ski ideally suited for the conditions
and routes planned that day. In my
experience, the ideal garage would house
three or four different pairs of skis, and
a similar number of 911s, to cover the
spectrum of experiences I enjoy most
when skiing or driving.
Given the lack of recent fresh
powder preceding this trip, I opted to
rent a newly updated ‘all-mountain’ ski
produced by Stöckli, the Stormrider 88.
Rather like the adjustability of throttle,
suspension, exhaust and steering
parameters in the 992, technology is
making the all-mountain ski a truly
versatile tool for venturing off-piste,
carving groomed slopes and navigating
steep mogul fields. I felt an immediate
connection with this particular ski and
found myself researching it over lunch.
“You’ll find a lighter core in the SR88,
letting it feel more lively and agile,
without losing the premium damping
and suspension we love so much.”
Weight, agility, feedback, damping… all
familiar words used to describe purchase
motivations for my own 997 GTS.
I was so impressed with the SR88 that
I decided to purchase a pair, justifying
it with some man-maths around future
ski trips I’ve not yet booked. In the dizzy
haze of a new relationship I overlooked
the practicalities of loading a set of
skis into my 997, which I left parked at
Heathrow Terminal 5 Long Stay. If only
Ferry Porsche had set a requirement to
be able to fit a pair of skis as well as golf
clubs in a 911.
As I was driving down the M3 heading
home, suitcase in the frunk, 166cm skis
comfortably wedged diagonally across
the rear seats with a ski boot bag, I was
reflecting on the ability of these cars to
be by our side across the huge latitude of
experiences they’re exposed to. Among
the many new fast Audi estates and
Range Rovers in the Alps, the Seal grey
996 C4S I saw parked on the high street
in Val d’Isère, covered in salt and snow,
is a reminder to cherish through use,
counting memories not miles.
 77

The start to 2024 bodyshop and extensive sales floor

was not one I for new and approved-used Porsche.
envisaged, with While heavily stocked with Macans and
work taking me to Cayennes, there were a few sports cars
South Africa for on sale and some visiting the workshop
James Bullen
Hertfordshire, UK two months. While for maintenance.
interesting and personally challenging, Taking the opportunity to find out
@greenandtheblue
it meant that my Porsching came to a about South Africans’ preferences when
Model 991 50 JAHRE standstill, leaving me to enviously read it comes to 911s, I asked about current
Year 2014
Acquired 2022 countless WhatsApp messages about trends and Tracy told me the GTS is by
how many events my friends in the UK far the most requested and ordered 911
Model 992 GT3
Year 2022 were driving to. Yes, the weather has in the present range, closely followed scenes, Tracy must have stopped eight
Acquired 2022
been better than home, but as they say by the typical interest in the GT cars. or nine times to speak to customers
Model 996.1 CARRERA about Porsche, there is no substitute! The Centre has delivered numerous by name and ask about their partners,
Year 1999
Acquired 2023 On a positive note, I’ve learnt 992-generation GT3 models, but at children and how they were enjoying
more about the history of my the time of my visit was yet to receive their current vehicles. South Africa has a
Model 911 SC TARGA
Year 1983 recently acquired 911 SC Targa and a GT3 RS, although “a good number” traditional customer service style that’s
Acquired 2023 had the pleasure of being hosted at are scheduled for customer handovers long since dead in the UK, but I simply
Porsche Centre Umhlanga by Dealer during 2024. A beautiful base Carrera couldn’t imagine a Dealer Principal doing
Principal Tracy Elmes. The Centre is was available from stock, but didn’t this, let alone giving me so much time
a magnificent edifice to Porsche and look like it was going to see out the day on peak selling day.
covers 6,500square meters, although based on the interest it was attracting. I also got to speak to some of the
by local standards this is SA’s joint- In terms of used 911s, the Centre Centre’s long-standing customers
smallest location. Tracy’s been with LSM had a few for sale and one very nice 992 who were glowing in their praise of the
Distributors – South Africa’s Porsche Turbo S awaiting collection. Tracy said staff and the service they receive at
importer and authorised dealer network the dynamics in the used sector are less Umhlanga. I did promise that if I ever
– for 27 years and opened this Centre in specific, with all 992s heavily in demand move to South Africa, I’ll come to see
2009 after beginning her career at the as owners of older models look to Tracy for a car and I have no doubt I
Johannesburg outlet. She has Stuttgart update. It was clear that any pre-owned would be well looked after should that
in her veins and runs an impressive 911s coming into stock also don’t hang ever happen, but eventually I felt I’d
operation built around strong customer around long. Demand readily outstrips better let her get back to keeping her real
focus and high service standards. supply, just as with new car sales. customers happy, so said my goodbyes.
Sparing me more time than I was The Centre was recently voted This wasn’t the first OPC I had visited
entitled to on a busy Saturday morning, Africa’s Porsche Centre of the Year and it while overseas, since a few weeks earlier
Tracy gave me a full tour of the facility. was easy to understand why. On showing I stopped by Porsche Centre Mauritius
This includes a 26-bay workshop, on-site me around the building and behind the on a short visit to one of our subsidiary
companies on the Island. Porsche has
a long history in Mauritius, having been
distributed there since the 1970s by
ABC Motors. The modern Centre is
compact but comprehensive, and
the island has its own chapter of the
Porsche Club that meets regularly for
drives and excursions.
While this is very much SUV territory,
the tarmac is good quality, speeds are
modest and road manners are good.
Just as in the UK, the scourge of the
modern motorist is the omnipresent
speed camera that’s annoyingly
widespread on the more interesting
sections of higher-speed roadways.
Another accommodating host, senior
sales exec Romain Baiutti told me
that 911s don’t run in vast numbers in
Mauritius, but a handful of GT3s exist
– including a 992 Touring. Mauritius is
also home to one of the limited-edition
50 Years Porsche Design Targa models.
Meanwhile, the next 911 to land on the
island will be a Carrera S Cabriolet,
destined for this paradise by the time
this column goes to print.
78 Living the Legend – 911 owner reports

The first months of the extraordinary car collection of the exciting roadtrip with our G-Series 911.
a new year, when Prince of Monaco. The cars of choice are The feeling of being surrounded by
temperatures in the 992 Turbo S for heading north on thousands of different petrolheads and
Switzerland are low the German Autobahn and the 991 GT3 all different kinds of petrol-powered
Diego Gabathuler and the roads are Touring with a stick for the many curves vehicles is unparalleled. The cars at
Switzerland wet and salty, is the on the southbound drive to Italy. Goodwood come in all shapes and
best time for planning the driving season At the end of May and the beginning forms, from old to new, from one to 16
Model 3.0 CARRERA SC
Year 1982 ahead. Daydreaming and planning some of June, the alpine roads season will cylinders, from rally to F1 cars, from all
Acquired JANUARY 2018 great motoring adventures keeps the finally kick in. Driving some of the original classics to restomods.
Model 997.1 TURBO winter blues in check. great French alpine crossings is our In August and September there’ll
Year 2008
Acquired AUGUST 2011 We’ll kick things off with a two-day plan this year. From a total of 13 alpine be some great car enthusiast events
track event in Mugello in March, driving crossings exceeding 2,000m, we have in Switzerland. We have the Passione
Model 997 GT2
Year 2008 on the legendary F1 and Moto GP track the following five on the menu: the Col Engadina with different race categories,
Acquired FEBRUARY 2013 north of Florence with GT3 Cup and GT4 de l’Iseran at 2,764m; the Col Agnel at auctions and get-togethers in one of the
Model 997.2 GT3 RS Clubsport race cars. Meeting with like- 2,744m; the Col de la Bonette at 2,715m; most beautiful areas of the country. At
Year 2010 minded petrolheads, enjoying the Italian the Col du Galibier at 2,642m; and the the beginning of September, a plethora
Acquired MAY 2016
cuisine and mastering the challenging Col d’Izoard at 2,360m. The scenery of enthusiasts gather for the Arosa
Model 991 GT3 TOURING
Year 2018 turns of the Mugello racetrack… what in the French Alps is unique and at the Classic hillclimb race, during which five
Acquired FEBRUARY 2020 could be a better start into a hopefully start of the season there won’t be an different categories race against the
Model 992 GT3 TOURING eventful motoring season? excessive amount of traffic. The cars of clock. Covering 7.3km with 76 turns,
Year 2022 Most of the great European alpine choice for this undertaking will be the drivers compete for the fastest hillclimb.
Acquired MAY 2022
passes won’t be accessible before late 997 GT3 RS for myself and the manual The chosen ride to get there is my 992
April to early May, and a few are only 997 GTS for my best friend. GT3 with a manual gearbox.
going to be opened after the beginning School holidays start at the beginning October will be the final month for
of June. This means we’ll need some of July in Switzerland. Around this racing in the countries in the vicinity
inspiring activities to undertake in April time the majority of people leave for of Switzerland. Our options are Dijon,
and May to bridge the time until we can popular holiday destinations and traffic Anneau du Rhin, Hockenheim, Monza
embark on our usual adventures on diminishes greatly. This provides an and Salzburgring. October is also the
the passes. The plan is to visit some of excellent occasion to get up at 4am best time to start preparing the cars for
the most distinguished car museums a handful of times and to fire up the winter storage. This includes cleaning
in Europe: the Porsche Museum engines for some spirited alpine driving. the outside, treating the leather on the
and the Mercedes-Benz Museum in We’re fortunate to have more than a inside, filling up the tank and pumping
Stuttgart, and the Museo Mille Miglia dozen amazing alpine passes in Italy the tyres with an additional “bar” before
and the MAUTO, the Museo Nazionale and Austria within three hours of our driving them onto cradles. The final act
dell’Automobile – both in the north of homes. With higher temperatures it’s the is going to be connecting them to the
Italy. Some other great options for May right time to take out the widowmaker – battery maintainer for a few months.
are a long weekend’s drive to Tuscany my 997 GT2. The end of the year is also the
or the Emilia-Romagna with a visit to In July two friends and I are going to beginning of a new year full of ideas
the Ferrari and Enzo Museum, or a drive visit Goodwood again. We’ve decided concerning motoring-related activities.
to the Côte d’Azur, including a visit of to go by car this time and make it an Everything starts anew.
 79

The GTS is
absolutely filthy
at the moment
following a
wonderful weekend
Nick Jeffery
Surrey, UK exploring some of the finest roads West
Sussex has to offer.
@npjeffery First up was a Cars & Coffee morning
@npjeffery at Cast Iron Roasters near Goodwood
Motor Circuit. Set on a small industrial
Model 991.1 GTS estate, the team there really know their
Year 2015
Acquired AUGUST 2022 coffee! I asked for a recommendation
and was directed towards the Granada
beans from Columbia, which I took as
a flat white and is arguably the best
coffee I’ve ever had. I then tried their
Unity Espresso Blend, which was less
strong tasting but still fabulous. I’m
looking forward to making a return visit,
especially given how regularly I seem to
be at the nearby circuit.
Speaking of which, following coffee,
we convoyed to the circuit for a photo
opportunity by the Porsche Classic
garage on the perimeter of the final
corner, which turned out better than
expected. A pal then asked me to test-
drive his 2005 987.1 Boxster S. Coming I brought the roadster home with a clean fresh coffee and cake we were made to
from a 996 Carrera Cabriolet he was bill of health, establishing he had only feel most welcome and, like Cast Iron
worried the car wasn’t handling correctly paid £8k for the car. It’s proof you don’t Roasters the day before, it’s always good
and wanted a second opinion. I grabbed need to spend bundles of cash to get into to find somewhere new.
the keys, got comfortable behind the Porsche ownership and have great fun. We then headed out for the next leg
three-spoke steering wheel and quickly The following day around 50 of us of our journey to one of my favourite
settled into a flowing rhythm on the local met up for a drive in and around West pubs in Surrey: The Mulberry Inn near
roads, which I know well. Sussex, heading out from Chichester to Chiddingfold. John the landlord was as
The car was showing 107k miles our first venue: George Edward Specialist hospitable as ever, serving fresh coffee
on the clock and yet was rattle and Cars Ltd in Brook Green near Horsham, and the odd bacon bap, with our Porsche
squeak free; the suspension was supple which specialises in Porsche and Aston literally filling the pub car park so much
and compliant with no nasty noises or Martin servicing and repairs. It shares so that we had to move on at midday
surprises from lock to lock; and the mid- the industrial unit with Becketts Car to allow their regular customers who
mounted 3.2-litre flat six powerplant Storage, which meant we had plenty of had booked the venue for Sunday lunch
was silky smooth with plenty of shove! cars to ogle – including our own. With somewhere to park up.
The convoy then headed out for the
third leg of the journey down to the
historic town of Petworth and on to
Goodwood Motor Circuit for another
photo opportunity near the Porsche
Classic garage. Given I’d done that the
previous day, I bailed out halfway and
took my usual loop back home across
some brilliant and largely empty roads.
Having spent the last couple of
weekends in both Spyders it was great to
be back behind the wheel of my 911. The
GTS really is the best all-round Porsche
I’ve ever owned. It can deliver huge levels
of excitement and performance without
any of the compromise of a GT product.
In fact, I made an observation during the
course of the day that in those damp and
wet driving conditions, I don’t think it
would be possible to travel faster in any
other Porsche.
80 Living the Legend – 911 owner reports
It’s been a quiet
month on the
motoring front. With
the post-Christmas
lull in activities and
inclement weather,
there have been fewer opportunities to
Phil Farrelll get out. I did have a great drive across
Cheshire, UK
to Goodwood with the same group that
@mllx8pjf came to Morzine last year, to plan our
trip for this year. The route is looking like
Model 992 GT3 it’s going to be different. Popping over
Year 2023
Acquired 2023 from the UK into Holland and then on to
the Porsche Museum in Stuttgart, before
heading down and doing a handful of the
big passes before arriving ready for a
beer in Morzine, followed by more driving
Summer’s here in
Australia. Driving
season. Somewhat
paradoxically, there
hasn’t been much
driving! My sense is
Andy Gaunt that the lead-up to Christmas, combined
Melbourne, Australia
with people travelling during the holiday
@andyg_73 period of January (myself included) has
Last Rasp meant the gang hasn’t been doing as
Curb and Canyon much driving. But we’ve still managed a
run or two and I’ve found opportunities
Model 964 C4 for solo runs as often as I can.
Year 1990
Acquired MAY 2017 With fewer opportunities to drive,
I’ve been looking for other things to
inspire myself and have made some
trips specifically to take photos. I’m
always amazed by how photogenic the
964 is – it certainly gets a lot more love
on Instagram than any other cars I’ve
owned or posted. I find looking at the
car through the lens, trying to capture
the perfect moment and then editing
images in Lightroom and Photoshop
such an enjoyable creative process.
As I approach a finished result, there’s
always a moment when I realise the car
does more than half the work for me –
it’s quite the muse and quite the model!
I did decide it was time to replace
my windscreen. I’ve had the same
over the following days.
Over the past month though, I’ve
knocked up a fair few miles without really
trying. The car now has 2,000 on the
clock and is really starting to loosen up.
Last weekend I did a family run back up
north, taking in some of the Cotswolds’
finest roads (and enjoying them so much
I forgot to pull over for the obligatory
shot for this column), but what I was able
to do was start to open the taps up a
little. I’ve still not been anywhere near
the fabled 9,000rpm, but between 6,000
and 7,000rpm the car really comes alive
again, just like the 991 does. The tone is
somehow deeper than the 991 – less
high pitched. Once I’ve got some better
weather and the Cup2s on hopefully
next month, I’ll give it full beans (for
a definition watch an episode of
@carguystv on YouTube) and see
how the timbre of the engine compares
to the 991.
As I’ve said before, I’m hoping that
my first track day will be the end of
March and I’m currently trying to sort
insurance out. I did try to stay with the
PCGB-preferred supplier, Lockton, when
I bought the car, but it really seems
like they’ve checked out of the market
because their premium was beyond
windscreen in the car for nearly seven
years, which meant it was well and truly
done, with stone chips aplenty. What
a transformation! The difference in
visibility is mind blowing and makes me
wish I’d done it sooner.
The only other item of maintenance
has been my air-conditioning. For a while
now, it’s not been blowing particularly
cold. Speaking to a pal who also owns
a 964 and swears his AC blows ice-cold
had me thinking I needed to re-gas mine,
so I asked for that to be done while the
car was in for the windscreen.
Turns out the AC needs more
significant work than re-gassing. It
requires a new evaporator core and
mixer flap; expensive items which, when
ridiculous without being able to provide
a decent explanation. Yes it’s a premium
policy, but to be more than double from
one year to the next is outrageous.
Having read some UK-based forums,
many are having the same issue. This is
a shame because it was a great policy.
Nonetheless, there are other brokers
and I’m in the process of finding a good
quote to cover myself and the car for the
rest of the year, because I don’t like the
car being on a vanilla policy.
One final thing this month. Having
had the car out in inclement conditions
on a number of occasions, it become
caked in Dorset’s finest road grime.
Before I picked the car up I had Jake at
@firstchoicedetailing do a full front-
end and roof PPF, with a wax coat on
the rest of the car. When I came to
safely wash the grime off the car, the
difference in the PPFed and non-PPF
panels of the car was night and day.
I no longer have to wonder about the
relative benefits of PPF over and above
the protection it gives to stones chips,
etc. I’ll be back later in the year (if I can
ever stop driving it long enough) to get
the rest of the car done – if only to keep
more of the weekends free for driving
rather than cleaning!
combined with the high number of
hours required, makes for a very costly
fix. I’ve never been one for deferred
maintenance but, with just two weeks of
summer left, I’ve decided to wait until
later in the year to address this.
As I write this, I’m two weeks out
from Alpine Range Rally 9. My pal Rocco
and I have been organising ARR since
2018 and it’s an event I always look
forward to. Three days on incredible
roads with great mates. For once I’m not
rushing to ready my car for the trip. It’s
good to go! All that’s needed is fuel in
the tank, air in the tyres and for the car
to be detailed (so that it looks perfect
until the rain starts as soon as I leave the
house on day one). Fun times ahead!
 81

A little while rallies I plan to attend this year, but I’m schedule, and it won’t leave much time
ago I mentioned keen to secure my spot. to work on the car. One of my projects is
I changed my I haven’t finished with the wiring I to install a 100-litre fuel tank. I have the
headlight lenses started last month. I have one more fuse tank – I just need to get someone to do
to the yellow ones. block in the frunk to finish, then I can fire some small modifications to it. More on
Kaylen Richardson In the process of it up and see if I did it correctly. I’m keen that when I finally get it installed.
Alabama, USA doing that I noticed my ‘H4’ headlight to have all the work I want to complete Hope you guys have great weather
bezel didn’t look like other H4 bezels I’d this year done before mid-April. From and even better roads.
@240kar
seen. Furthermore, I had to drill out the then until the rallies start I have a busy
Model 993 CARRERA
levelling screw because it was stripped.
Year 1996 So I went on the hunt to find a good-
Acquired JANUARY 2021
quality bezel for H4 headlights.
Model 911T I found a website that claimed to
Year 1970
Acquired DECEMBER 2022 have European-made, high-quality
chromed lenses that were far better
quality than the Asian-made ones with
cheap plating. I ordered them and got
an email explaining that the bezels he
had been receiving lately didn’t meet his
quality standards and that he was going
to send me an OEM brass set that had
recently been plated. That’s what I call
customer service! I’ll be back for any of
my headlight needs in the future.
I recently reserved my spot for
Ruchlos Rallye in June. I went to this
rally in 2023 and had a blast so I’m
looking forward to hanging out in West
Virginia with friends I hadn’t seen
since last year. I don’t know when the
registration will be for the other two

Spring is always Circle and down to the event, and the
a busy time in the 911 to the track day in France. This
garage. Snowboards means mobilising quickly to get both
are put away vehicles prepared, as 5,000 miles
Mike Bickell and events start through Nordic spring and two full days
Sussex, UK to populate the of track action means that the cars need
calender. While there’s always the meticulous preparation if the events are
@bear_intl_rennsport opportunity for a cheeky 10 days final to progress without the need for road or
fling on the slopes in early April, with the track-side spannering.
Model 996 CARRERA 4S
Year 2002 snow this year being variable it’s unlikely In the interim we’ve been gathering
Acquired MARCH 2015
we’ll chance another run. up parts to rebuild the C4S’s suspension
A couple of up-and-coming events almost totally. After months of research
piqued our interested, with one being and advice from specialists and fellow
a track day in France put on by 911 9WERKS members we have gone for a
Motorsports Belgium and the other, a Spyder Performance rebuild kit, which
club event in Norway which we attended covers everything from coffin arms
last year in the 911. The current thinking right the way through to dog bones,
is that we take the 928 up to the Arctic drop links and a myriad of other bits of
aluminium componentry.
I’ve elected to go the route of
polybushes and paid a bit extra to
have these factory fitted by Spyder
Performance. These duly arrived in a
massive box filled with more boxes
neatly packaging shiny alloy bits and the
size of the task at hand unfolded on the
floor of the atrium as I unpacked and
laid out the components on the floor.
To go with the total suspension
component refit I went for the Ohlins
R+T coilover struts, which are adjustable
for both road and track while not being
overly harshly sprung or dampened
for touring the backroads of England
and Europe. Those duly arrived in more
boxes and were unpacked and added to
the rapidly expanding aluminium bone
yard in the centre of the house.
The Ohlins arrived disassembled
and a full evening was spent on the
floor with iPad in hand assembling the
components into the strut assemblies.
At least the actual damper itself was
built. The rest of the family are used
to finding and stepping over chunks of
freshly unwrapped aluminium belonging
to some vehicle or another.
The task now is to find someone
who’s willing to fit nearly an entire
undercarriage of a 911, or the task
will fall to me once I’ve studied the
many YouTube videos on the subject.
Should I be forced to do it myself it’ll
be imperative that it’s properly set up.
It would be a waste to spend a small
fortune on beautifully crafted parts only
to then crab around a track, adrenalising
the copilot wantonly. I’m sure next
month’s episode will be filled with tales
of angle grinders and lump hammers
as I attempt to chisel off original
componentry that’s done 140k miles.
 83

PREMIERPORSCHE
E V E RY T H I N G YO U N E E D FO R YO U R 9 1 1

Data file
Full specs, ratings and
market values of every
Porsche 911 model from
1963 to 2024 can be
found starting
on page 84

Plus
Showroom
Looking for a new 911? The classifieds
from our independent specialist
partners are the first place where
you should start your search
Servicing & tuning
Get the very best from your
Porsche 911 with the help of
our selected performance and
maintenance specialists
Porsche lifestyle
Helping you make the right lifestyle
choices to complement you and
your 911. Don’t just drive Porsche –
live the brand
Insurance & finance
Get your Porsche covered
with the best insurance deals
for road and track to ensure
happy, safe motoring
 84 Data file in association with Beverly Hills Car Club

(A series)
911R 1968

The lightest 911 of all time, the

R was essentially a prototype
racer fitted with a 906 flat six
engine producing 210hp. Of the
19 produced, four would stay at
the factory as works cars.
(0 series) Production numbers 9,250 Production numbers 19

911 2.0-litre
Issue featured 123 Issue featured 94
Engine capacity 1,991cc Engine capacity 1,991cc

1964-1967 Compression ratio

Maximum power
9.0:1
130hp @ 6,100rpm
Compression ratio
Maximum power
10.5:1
210hp @ 8,000rpm
The 911 that started it Maximum torque 149Nm @ 5,200rpm Maximum torque 152Nm @ 6,800rpm
all when the prototype 0-62mph 8.3s 0-62mph 5.9s
appeared in 1963, this car Top speed 131mph Top speed 152mph
Length 4,163mm Length 4,163mm
set the style for all 911s Width 1,610mm Width 1,610mm
to follow. Developed to Weight 1,075kg Weight 800kg
Wheels & tyres Wheels & tyres
replace the 356, a four-pot F 4.5x15-inch; 165/80/R15 F 6x15-inch; 185/70/R15
912 was also made. R 4.5x15-inch; 165/80/R15 R 7x15-inch; 185/70/R15

Definitive facts and figures

be
(C & D series)

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911S 1970-1971

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for every 911 model from

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1964 to the present day An upgrade in engine size gave
the 911S 180bhp. Unlike the
911E, the S didn’t gain improved
low-down power and torque, so
you had to keep the revs up for
good power.
Production numbers 4,691 (C & D series) Production numbers 15,082

911T
Issue featured 120 Issue featured 107
Engine capacity 2,195cc Engine capacity 2,195cc
Compression ratio
Maximum power
9.8:1
180hp @ 6,500rpm
1970-1971 Compression ratio
Maximum power
8.6:1
125hp @ 5,800rpm
Maximum torque 199Nm @ 5,200rpm Like the E, the 911T’s Maximum torque 169Nm @ 4,200rpm
0-62mph 6.6s torque curve was flatter, 0-62mph 7.0s (est)
Top speed 145mph making the car more Top speed 127mph
Length 4,163mm Length 4,163mm
Width 1,610mm drivable. Ventilated discs Width 1,610mm
Weight 1,020kg from the S were fitted, Weight 1,020kg
Wheels & tyres Wheels & tyres
F 6x15-inch; 185HR
and a five-speed gearbox F 5.5x15-inch; 165HR
R 6x15-inch; 185HR became standard. R 5.5x15-inch; 165HR

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(G series)

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Carrera 3.0 RS 1974

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Updated version of the 1973
2.7 RS, complete with impact
bumpers and Turbo-spec
whaletail rear wing. Steel arches
added by hand at the factory,
with 917 brakes.
(F series) Production numbers 16,933 Production numbers 109

911T
Issue featured 127 Issue featured 145
Engine capacity 2,341cc Engine capacity 2,994cc

1973 Compression ratio

Maximum power
7.5:1
130hp @ 5,600rpm
Compression ratio
Maximum power
8.5:1
230hp @ 6,200rpm
US-bound F series 911Ts Maximum torque 197Nm @ 4,000rpm Maximum torque 275Nm @ 5,000rpm
were the first 911s to 0-62mph 7.6s 0-62mph 5.3s
Top speed Top speed
have Bosch K-Jetronic 128mph 152mph
Length 4,163mm Length 4,135mm
fuel injection, improving Width 1,610mm Width 1,680mm
emissions. This was Weight 1,077kg Weight 900kg
Wheels & tyres Wheels & tyres
mainly mechanical, with F 5.5x15-inch; 165HR F 8x15-inch; 215/60/VR15
some electronic sensors.
911s in the data file are organised in rows according
R 5.5x15-inch; 165HR R 9x15-inch; 235/60/VR15

to release date, beginning with the very first model in

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930 3.0 1975-1977

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1964. Many models were available in Coupe, Targa

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and Cabriolet forms, with the option of automatic

transmission. Here, data has been provided from the
Fitted with a KKK turbo,
Coupe variants unless stated. All data here has been this was the world’s first
production Porsche to be

compiled, where possible, from Porsche’s own figures. turbocharged. Flared arches,
whaletail rear wing and four-
speed gearbox were standard.
Production numbers 5,807 (plus ’78 to ’79 Production numbers 2,850

930 3.3
Cali cars) Issue featured 157
Issue featured 116 Engine capacity 2,994cc

1978-1983 Engine capacity

Compression ratio
3,299cc
7.0:1
Compression ratio
Maximum power
6.5:1
260hp @ 5,500rpm
A larger engine resulted Maximum power 300hp @ 5,500rpm Maximum torque 343Nm @ 4,000rpm
in extra 40bhp, and an
General valuations Ratings
Maximum torque 412Nm @ 4,000rpm 0-62mph 5.5s
intercooler on top of the 0-62mph 5.4s Top speed 155mph
Top speed 160mph Length 4,291mm
This reflects the general market trend for a Each model is rated out of five in engine led to the adoption Length 4,291mm Width 1,775mm
model’s used value compared to the previous our half-star system according of a ‘teatray’. Brakes were Width 1,775mm Weight 1,140kg
Wheels & tyres
upgraded from 917 racer. Weight 1,300kg
financial quarter. The review for 2024 Q2 will be to their performance, handling, Wheels & tyres F 7x16-inch; 205/55/VR16 F 7x15-inch; 185/70/VR15
R 8x16-inch; 225/50/VR16 R 8x15-inch; 215/60/VR15
April. The review for 2024 Q1 was January. appearance and desirability.
 85

(A series) (A series) (A series) (B series) (C & D series)

911S 1968 911L 1968 911T 1968 911E 1969 911E 1969-1971

Porsche soon produced more
powerful variants. The first
of these was the 911S – for
Super – which had a higher
compression engine and twin
Weber 40IDS carburettors.
Production numbers
In 1967, the 911 was updated
and the range expanded:
the 911L (Lux) was standard
and sat alongside the high-
performance 911S and the
entry-level 911T.
4,015 Production numbers
To save money, the 911T’s
engine used cast-iron cylinder
heads, unlike the Biral
aluminium/iron items, which
gave more efficient cooling, and
carbs instead of fuel injection.
1,603 Production numbers
The 911 received its first major
update, evolving into what is
known as the B series. The
911E replaced the 911L as the
‘standard’ car. The ‘E’ stood for
‘Einspritz’ (injection).
6,318 Production numbers
Engine improvements
included revised cylinder
heads, larger valves and
stronger con rods. The 1970
‘D’ series cars had hot-zinc
coated undersides.
2,826 (B series) Production numbers 2,106 Production numbers 4,927

911S
Issue featured 148 Issue featured 138 Issue featured 127 Issue featured n/a Issue featured n/a Issue featured 107
Engine capacity 1,991cc Engine capacity 1,991cc Engine capacity 1,991cc Engine capacity 1,991cc Engine capacity 1,991cc Engine capacity 2,195cc
Compression ratio
Maximum power
9.8:1
160hp @ 6,600rpm
Compression ratio
Maximum power
9.0:1
130hp @ 6,100rpm
Compression ratio
Maximum power
8.6:1
110hp @ 5,800rpm
Compression ratio
Maximum power
9.1:1
140hp @ 6,500rpm
1969 Compression ratio
Maximum power
9.1:1
170hp @ 6,800rpm
Compression ratio
Maximum power
9.1:1
155hp @ 6,200rpm
Maximum torque 179Nm @ 5,200rpm Maximum torque 173Nm @ 4,600rpm Maximum torque 156Nm @ 4,200rpm Maximum torque 175Nm @ 4,500rpm Like the E, the S gained Maximum torque 183Nm @ 5,500rpm Maximum torque 196Nm @ 4,500rpm
0-62mph 8.0s 0-62mph 8.4s 0-62mph 8.8s (est) 0-62mph 7.6s a fuel injection, boosting 0-62mph 7.0s (est) 0-62mph 7.0s
Top speed 137mph Top speed 132mph Top speed 124mph Top speed 130mph power to 170bhp. To Top speed 140mph Top speed 137mph
Length 4,163mm Length 4,163mm Length 4,163mm Length 4,163mm Length 4,163mm Length 4,163mm
Width 1,610mm Width 1,610mm Width 1,610mm Width 1,610mm help cope with the extra Width 1,610mm Width 1,610mm
Weight 1,030kg Weight 1,080kg Weight 1,020kg Weight 1,020kg demands on the engine, Weight 995kg Weight 1,020kg
Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres
F 4.5x15-inch; 165/80/R15 F 5.5x15-inch; 185HR F 5.5x15-inch; 185HR F 5.5x15-inch; 185HR
an additional oil cooler was F 6x15-inch; 185/70/R15 F 6x15-inch; 185HR
R 4.5x15-inch; 165/80/R15 R 5.5x15-inch; 185HR R 5.5x15-inch; 185HR R 5.5x15-inch; 185HR fitted in the front right wing. R 6x15-inch; 185/70/R15 R 6x15-inch; 185HR

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(E series) (E series) (E series) (F series) (F series)

GErlyhi 89,
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911E 1972 911T 1972 911S 1972 Carrera 2.7 RS 1973 911S 1973

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2,341cc was achieved by
increasing the stroke from
66mm to 70.4mm while at
the same time leaving the
bore unchanged. The new 915
transmission was stronger.
Production numbers
A lower compression ratio and
the inclusion of Zenith 40 TIN
triple-choke carburettors led
to the relatively lower power
output of 130bhp despite the
new 2,341cc engine size.
4,406 Production numbers
NO lub
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A 2.4-litre engine increased The RS had a 2,687cc engine The 911S had the same
torque. The mostly chrome that developed 210bhp. The upgrades as the 911E, including
brightwork had a black decklid body was lightened and fitted deletion of the external oil filler. It
grille with a ‘2.4’ badge. External with flared rear arches and an also adopted black trim around
oil filler on right rear wing optional ducktail. Sport and the front and rear lights and
confused some. Touring available. black front quarter grilles.
16,933 Production numbers 5,054 Production numbers 1,590 (F series) Production numbers 4,406 Production numbers 5,054

911E
Issue featured 117 Issue featured 107 Issue featured 120 Issue featured 145 Issue featured 144 Issue featured 120
Engine capacity 2,341cc Engine capacity 2,341cc Engine capacity 2,341cc Engine capacity 2,687cc Engine capacity 2,341cc Engine capacity 2,341cc
Compression ratio
Maximum power
8.0:1
165hp @ 6,200rpm
Compression ratio
Maximum power
7.5:1
130hp @ 5,600rpm
Compression ratio
Maximum power
8.5:1
190hp @ 6,500rpm
Compression ratio
Maximum power
8.5:1
210hp @ 6,300rpm
1973 Compression ratio
Maximum power
8.0:1
165hp @ 6,200rpm
Compression ratio
Maximum power
8.5:1
193hp @ 6,500rpm
Maximum torque 206Nm @ 4,500rpm Maximum torque 197Nm @ 4,000rpm Maximum torque 211Nm @ 5,200rpm Maximum torque 255Nm @ 5,100rpm After incidents of people Maximum torque 206Nm @ 4,500rpm Maximum torque 211Nm @ 5,200rpm
0-62mph 7.5s 0-62mph 7.6s 0-62mph 6.6s 0-62mph 5.8s filling E series 911s with 0-62mph 7.5s 0-62mph 6.6s
Top speed Top speed Top speed Top speed
137mph 128mph 140mph 152mph
petrol via the external oil- Top speed 137mph Top speed 140mph
Length 4,163mm Length 4,163mm Length 4,163mm Length 4,163mm Length 4,163mm Length 4,163mm
Width 1,610mm Width 1,610mm Width 1,610mm Width 1,652mm filler, the filler returned to Width 1,610mm Width 1,610mm
Weight 1,077kg Weight 1,077kg Weight 1,077kg Weight 975kg (Sport) under the engine decklid. Weight 1,077kg Weight 1,075kg
Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres
F 6x15-inch; 185HR F 5.5x15-inch; 165HR F 6x15-inch; 185/70/R15 F 6x15-inch; 185/70/R15
Fitted with the front spoiler F 6x15-inch ATS; 185HR F 6x15-inch; 185/70/R15
R 6x15-inch; 185HR R 5.5x15-inch; 165HR R 6x15-inch; 185/70/R15 R 7x15-inch; 215/60/R15 of the 911S. R 6x15-inch ATS; 185HR R 6x15-inch; 185/70/R15

(G & H series) (G & H series)

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911 Carrera 2.7 1974-1976 911 Carrera 3.0 1976-1977 959 1986-1988
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From 1974, Carrera name was
given to range-topping 911.
Essentially the same engine
as previous year’s RS for all
markets except USA. Whaletail
available from 1975.
(G, H, I, J series) Production numbers 9,320 (G, H, I, J series) Production numbers 17,124 Production numbers
Not sold in the US, the Carrera
3.0 was basically the same
model as the previous Carrera,
only fitted with a new 2,994cc
engine, essentially from the
911 Turbo.
1,667 Production numbers
Had tech later used on 911s
including 4WD, ABS and
twin turbos. A 959S was also
available, featuring lighter
cloth Sport seats, five-point
harnesses and a roll cage.
3,687 Production numbers 337

911 911S
Issue featured 121 Issue featured n/a Issue featured 134 Issue featured 148 Issue featured 142
Engine capacity 2,687cc Engine capacity 2,687cc Engine capacity 2,687cc Engine capacity 2,994cc Engine capacity 2,850cc
1974-1977 Compression ratio
Maximum power
8.0:1
150hp @ 5,700rpm
1974-1977 Compression ratio
Maximum power
8.5:1
173hp @ 5,800rpm
Compression ratio
Maximum power 210hp @ 6,300rpm
8.5:1 Compression ratio
Maximum power
8.5:1
197hp @ 6,000rpm
Compression ratio
Max power
8.3:1
450hp @ 6,500rpm
‘911’ was now the entry (165bhp from ’76) 911S was now a mid-range Maximum torque 235Nm @ 4,000rpm Maximum torque 255Nm @ 5,100rpm Maximum torque 255Nm @ 4,200rpm Max torque 500Nm @ 5,000rpm
level. Bumpers were Maximum torque 235Nm @ 3,800rpm model comparable to the 0-62mph 7.0s 0-62mph 6.3s 0-62mph 6.3s 0-60mph 3.9s
added to conform to US (4,000 from ’76)
previous 911E. It had the Top speed 142mph Top speed 148mph Top speed 145mph Top speed 196mph
0-62mph 8.5s Length 4,291mm Length 4,291mm Length 4,291mm Length 4,260mm
regulations. From 1976, Top speed 130mph same body changes as Width 1,610mm Width 1,652mm Width 1,610mm Width 1,840mm
all 911s were hot-dip Length 4,291mm the base model, and came Weight 1,080kg Weight 1,075kg Weight 1,093kg Weight 1,450kg
Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres
coated and fitted with Width 1,610mm
as standard with ‘Cookie F 6x15-inch; 185VR F 6x15-inch; 185VR F 6x15-inch; 185/70/VR15 F 8x17-inch; 235/45/ZR17
Weight 1,075kg
‘elephant ear’ mirrors. Wheels & tyres F&R 6x15-inch; 185VR Cutter’ rims. R 6x15-inch; 185VR R 7x15-inch; 205VR R 7x15-inch; 215/60/VR15 R 9x17-inch; 255/40/ZR17
be
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GErlyhi 35,
GErlyhi 56,5

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SC RS 1984 930 3.3 1978-1983 930 SE 1986-1989

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True homologation special built
so that Porsche could go Group
B rallying. Six Rothmans cars
used fibre glass front wings and
lid. Tuned 3.0-litre engine had its
basis in 930’s crankcase.
Production numbers 60,740 Production numbers
Larger engine resulted Slantnosed and based on
in extra 40bhp, and an 935 race cars, with pop-up
intercooler on top of the headlamps. Front spoiler
engine led to the adoption made deeper to accommodate
of a ‘teatray’. Brakes were extra oil cooler, rear intakes fed
upgraded from 917 racer. air to brakes.
21 Production numbers 5,807 (plus ’78 to (I & J series) Production numbers 70,044 Production numbers 50 (UK only)

911 Carrera 3.2

Issue featured
911 SC
Issue featured 156 Issue featured 158 ’79 Cali cars) 148 Issue featured 146
Engine capacity 2,994cc Engine capacity 2,994cc Issue featured 116 Engine capacity 3,164cc Engine capacity 3,299cc
1978-1983 Compression ratio
Maximum power
8.5:1/8.6:1/9.8:1
180/188/204hp @
Compression ratio
Maximum power
10.3:1
255hp @ 7,000rpm
Engine capacity
Compression ratio
3,299cc
7.0:1
1984-1989 Compression ratio
Maximum power 231hp @ 5,900rpm
10.3:1 Compression ratio
Maximum power
7.0:1
330hp @ 5,500rpm
From 1978, the SC 5,500rpm Maximum torque 250Nm @ 6,500rpm Maximum power 300hp @ 5,500rpm Almost the same Maximum torque 284Nm @ 4,800rpm Maximum torque 432Nm @ 4,000rpm
was the only normally Maximum torque 265/265/267Nm 0-62mph 4.9s Maximum torque 412Nm @ 4,000rpm galvanised body as the 0-62mph 5.6s 0-62mph 4.6s
aspirated 911. Developed 0-62mph 6.5s Top speed 153mph 0-62mph 5.4s SC. Engine was claimed to Top speed 152mph Top speed 173mph
Top speed 141/146mph Length 4,235mm Top speed 160mph Length 4,291mm Length 4,291mm
from the Carrera 3.0, but Length 4,291mm Width 1,775mm Length 4,291mm be 80 per cent new, and Width 1,652mm Width 1,775mm
produced less power. Width 1,652mm Weight 940kg Width 1,775mm the first production 911 to Weight 1,210kg Weight 1,335kg
Wheels & tyres Wheels & tyres
Upgraded Sport options. Weight 1,160kg (1978)
Wheels & tyres F 6x15-inch; 185/70/VR15 F 7x16-inch; 205/55/VR16
Weight 1,300kg
Wheels & tyres F 7x16-inch; 205/55/
feature an ECU to control F 7x15-inch; 195/65/VR15
Wheels & tyres
F 7x16-inch; 205/55/VR16
R 7x15-inch; 215/60/VR15 R 8x16-inch; 225/50/VR16 VR16 R 8x16-inch; 225/50/VR16 ignition and fuel systems. R 8x15-inch, 215/60/VR15 (16” for ’89) R 9x16-inch; 245/45/VR16
 86 Data file in association with Beverly Hills Car Club

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GErlyhi 89,
GErlyhi 25,

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3.2 Clubsport 1987-89 930 LE 1989 964 Carrera 2 1990-1993

T llsc 950
T llsc 00

IT arc
IT arc 0

NO lub
NO lub

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Removing ‘luxuries’ sliced off
around 40kg of weight. Revised
engine management gave a
higher rev limit of 6,840rpm.
Suspension was uprated and
LSD came as standard.
Production numbers 2,274 (for both wide Production numbers
W .com
Essentially an SE but without a Rear-drive Carrera 2 offered an
slantnose front, the LE had the emphatically more traditional
same engine, front spoiler, sill 911 experience, and was 100kg
extensions and rear air intakes. lighter, but looked identical to
One made for every OPC of the Carrera 4. Tiptronic was a
the time. new option.
340 Production numbers 50 Production numbers 19,484 Production numbers 13,353 (Coupe)

964 Carrera 4
and narrow-bodied) Issue featured 126 Issue featured 110 Issue featured 119 Issue featured 111
Issue featured 128 Engine capacity 3,164cc Engine capacity 3,299cc Engine capacity 3,600cc Engine capacity 3,600cc

1989 Engine capacity

Compression ratio
3,164cc
10.3:1
Compression ratio
Maximum power
10.3:1
231hp @ 5,900rpm
Compression ratio
Maximum power
7.0:1
330hp @ 5,500rpm
Compression ratio
Maximum power
11.3:1
250hp @ 6,100rpm
1989-1993 Compression ratio
Maximum power
11.3:1
250hp @ 6,100rpm
Carrera 3.2 with a steeply Maximum power 235hp @ 5,900rpm
Maximum torque 284Nm @ 4,800rpm Maximum torque 432Nm @ 4,000rpm Maximum torque 310Nm @ 4,800rpm Heavily revised bodywork, Maximum torque 310Nm @ 4,800rpm
Maximum torque 284Nm @ 4,800rpm
raked windscreen and 0-60mph 6.0s
0-60mph 5.1s 0-62mph 4.6s 0-62mph 5.6s deformable bumpers over 0-62mph 5.7s
Top speed
hood and stripped Top speed 148mph Top speed 152mph Top speed 173mph Top speed 162mph coil-spring suspension 162mph
Length 4,291mm Length 4,291mm Length 4,291mm Length 4,250mm Length 4,250mm
interior. Porsche Width 1,775mm Width 1,650mm Width 1,775mm Width 1,652mm and four-wheel-drive Width 1,652mm
claims the hood wasn’t Weight 1,220kg Weight 1,160kg Weight 1,335kg Weight 1,350kg marked this radical Weight 1,450kg
Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres
designed to be 100 per Wheels & tyres
F 6x16-inch; 205/45/VR16 F 6x16-inch, 205/55/VR16 F 7x16-inch; 205/55/VR16 F 6x16-inch; 205/55/ZR16
overhaul of the ‘87 per F 6x16-inch; 205/55/ZR16
cent watertight. R 8x16-inch; 245/60/VR16 R 7x16-inch, 225/55/VR16 R 9x16-inch; 245/45/VR16 R 8x16-inch; 225/50/ZR16 cent new’ 911. R 8x16-inch; 225/50/ZR16

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GErlyhi 69,
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964 C2 Speedster 93-94

T llsc 50
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Combined the 964 bodyshell
with the hood and windscreen of
the Carrera 3.2 Speedster, plus
RS interior. It’s thought Porsche
planned to build 3,000, but
demand fell.
(C & D series) Production numbers 55 Production numbers 911 Production numbers 701 Production numbers 936

964 3.8 RS 964 Anniversary 964 RS America

Issue featured 12 Issue featured 112 Issue featured 157 Issue featured 128
Engine capacity 3,746cc Engine capacity 3,600cc Engine capacity 3,600cc Engine capacity 3,600cc

1993 Compression ratio

Maximum power
11.6:1
300hp @ 6,500rpm
1993-94 Compression ratio
Maximum power
11.3:1
250hp @ 6,100rpm
1993 Compression ratio
Maximum power
11.3:1
250hp @ 6,100rpm
Compression ratio
Maximum power
11.3:1
250hp @ 6,100rpm
Identifiable by lightweight Maximum torque 359Nm @ 5,250rpm ’30 Jahre’ anniversary Maximum torque 310Nm @ 4,800rpm Offered in five colours, Maximum torque 310Nm @ 4,800rpm Maximum torque 310Nm @ 4,800rpm
Turbo bodyshell, large 0-62mph 4.9s 964 utilised a ‘Turbo’ 0-62mph 5.7s fixed whaletail wing and 0-62mph 5.5s 0-62mph 5.5s
rear wing and 18-inch Top speed 169mph
wide body melded to the Top speed 162mph
two cloth sports seats, Top speed 164mph Top speed 161mph
Length 4,250mm Length 4,250mm Length 4,250mm Length 4,250mm
Speedline wheels. Power Width 1,775mm four-wheel-drive Carrera Width 1,775mm with just four options: air- Width 1,650mm Width 1,652mm
came from a new 3.8-litre Weight 1,210kg running gear. Available in Weight 1,470kg con, sunroof, 90 per cent Weight 1,340kg Weight 1,340kg
Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres
unit with hot-film air F 9x18-inch; 235/40/ZR18
Viola metallic, Polar silver F 7x17-inch; 205/50/17
locking rear differential F 7x17-inch; 205/50/ZR17 F 7x17-inch; 205/50/ZR17
sensor and twin exhaust. R 11x18-inch; 285/35/ZR18 or Amethyst. R 9x17-inch; 255/40/17 and stereo. R 8x17-inch; 255/40/ZR17 R 9x17-inch; 255/40/ZR17
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993 Carrera RS 1995-1996

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Lightweight body as per RS

tradition, teamed with a 3.8-litre
engine, VarioRam intake
system and remapped ECU to
create 300bhp, fed to the rear
wheels only.
Production numbers 1,014 Production numbers 6,948 Production numbers 5,937 Production numbers 3,714

993 Turbo
Issue featured 147
993 Carrera 4S 993 Carrera S
Issue featured 119 Issue featured 109 Issue featured 118
Engine capacity 3,746cc Engine capacity 3,600cc Engine capacity 3,600cc Engine capacity 3,600cc
Compression ratio
Maximum power 300hp @ 6,000rpm
11.5:1
1995-1996 Compression ratio
Maximum power
11.3:1
285hp @ 6,100rpm
1996-1998 Compression ratio
Maximum power
8.0:1
408hp @ 5,750rpm
1997-1998 Compression ratio
Maximum power
11.3:1
285hp @ 6,100rpm
Maximum torque 355Nm @ 5,400rpm The 4S was effectively Maximum torque 340Nm @ 5,250rpm Fitted with two KKK Maximum torque 540Nm @ 4,500rpm The features that come Maximum torque 340Nm @ 5,250rpm
0-62mph 5.0s a Carrera 4 with a Turbo 0-62mph 5.3s turbochargers in order 0-62mph 4.3s with the Carrera S are 0-62mph 5.4s
Top speed 172mph
wide bodyshell, albeit Top speed 168mph to reduce lag. Power went Top speed 180mph
similar to the Carrera 4S’s, Top speed 168mph
Length 4,245mm Length 4,245mm Length 4,245mm Length 4,245mm
Width 1,735mm lacking a fixed rear wing. Width 1,795mm to all four wheels using Width 1,795mm only this time in rear-wheel Width 1,795mm
Weight 1,279kg Also boasted Turbo Weight 1,520kg the Carrera 4’s Weight 1,500kg drive. Sought after for its Weight 1,450kg
Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres
F 8x18-inch, 225/40ZR18
suspension, brakes and F 8x18-inch; 225/40/ZR18
transmission system. F 8x18-inch; 225/40/ZR18 superb handling and wide- F 8x18-inch; 225/40/ZR18
R 10x18-inch, 265/35ZR18 Turbo-look wheels. R 10x18-inch; 285/30/ZR18 Brakes were ‘Big Reds’. R 10x18-inch; 285/30/ZR18 body looks. R 10x18-inch; 285/30/ZR18
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996 GT2 2001-03

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Production numbers
A lightweight, Turbo-
bodied 996 with uprated
turbocharged engine and
suspension. PCCB was
standard. Revised ECU later
gave an extra 21bhp.
20,499 Production numbers 23,055 Production numbers 1,287 Production numbers 29,389

996 Turbo 996 Carrera 4S 996.2 C2

Issue featured 152 Issue featured 155 Issue featured 127 Issue featured 136
Engine capacity 3,600cc Engine capacity 3,596cc Engine capacity 3,600cc Engine capacity 3,596cc
2001-2005 Compression ratio
Maximum power
9.4:1
420hp @ 6,000rpm
2001-05 Compression ratio
Maximum power
11.3:1
320hp @ 6,800rpm
Compression ratio
Maximum power
9.4:1
462hp @ 5,700rpm
2002-2004 Compression ratio
Maximum power
11.3:1
320hp @ 6,800rpm
Distinguished by wide Maximum torque 560Nm @ 2,700- Basically a C4 featuring a Maximum torque 370Nm @ 4,250rpm Maximum torque 620Nm @ 3,500- Facelifted with Turbo-style Maximum torque 370Nm @ 4,250rpm
rear arches, air intakes 4,600rpm Turbo bodyshell, without 0-62mph 5.1s 4,500rpm headlamps and revised 0-62mph 5.0s
and deep front wing, 0-62mph 4.2s
rear air intakes, but with Top speed 174mph 0-62mph 4.1s
front and rear bumpers, Top speed 177mph
Top speed 189mph Length 4,435mm Top speed 196mph Length 4,430mm
plus part-fixed, part- Length 4,435mm a full-width rear reflector Width 1,830mm Length 4,450mm fitted with more powerful Width 1,770mm
retractable rear wing. Width 1,830mm panel. Suspension and Weight 1,495kg Width 1,830mm 3.6-litre engine and Weight 1,370kg
Wheels & tyres Wheels & tyres
Different engine Weight 1,540kg
Wheels & tyres F 8x18-inch; 225/40/R18 brakes were similar to the F 8x18-inch; 225/40/R18
Weight 1,440kg
VarioCam Plus. Manual and F 7x17-inch; 205/50/R17
Wheels & tyres F 8x18-inch; 235/40/
to 3.6-litre 996 unit. R 11x18-inch; 295/30/R18 Turbo spec. R 11x18-inch; 295/30/R18 R18 R 12x18-inch; 315/30/R18 Tiptronic ’boxes updated. R 9x17-inch; 255/40/R17
 87

964 Turbo S 1992-1993

180kg lighter than Turbo.

Intakes in the rear arches
funnelled air to the brakes,
while the engine power was
boosted by 61bhp. RS-spec
uprated suspension.
Production numbers 22 Production numbers 3,660 Production numbers 2,405 Production numbers 81

964 C4 Issue featured

Engine capacity
131
3,600cc 964 Turbo
Issue featured
Engine capacity
160
3,299cc 964 RS
Issue featured
Engine capacity
131
3,600cc
Issue featured
Engine capacity
108
3,299cc
Lightweight 1991 Compression ratio 11.3:1
1991-1992 Compression ratio 7.0:1
1991-1992 Compression ratio 11.3:1 Compression ratio 7.0:1
Maximum power 265hp @ 6,720rpm Maximum power 320hp @ 5,750rpm Maximum power 260hp @ 6,100rpm Maximum power 381hp @ 6,000rpm
964 Leichtbau made Maximum torque 304Nm @ 6,720rpm This used the revised Maximum torque 450Nm @ 4,500rpm 120kg saved by deleting Maximum torque 310Nm @ 4,800rpm Maximum torque 490Nm @ 4,800rpm
use of surplus parts from 0-62mph 4.5s 964 bodyshell, extended 0-62mph 5.4s ‘luxuries’ and fitting 0-62mph 5.4s 0-62mph 4.6s
953 Paris-Dakar project. Top speed 125mph
arches and ‘teatray’ Top speed 168mph
magnesium Cup wheels. Top speed 162mph Top speed 180mph
Length 4,275mm Length 4,250mm Length 4,250mm Length 4,250mm
Highlights include four-way Width 1,652mm wing. The engine was Width 1,775mm Power was boosted Width 1,650mm Width 1,775mm
adjustable differential, Weight 1,100kg essentially the 3.3-litre unit Weight 1,470kg by 10bhp, suspension Weight 1,230kg (Sport) Weight 1,290kg
Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres
short-ratio gearbox and F 7x16-inch; 205/55/ZR16
from the previous model, F 7x17-inch; 205/50/ZR17
lowered by 40mm and F 7.5x17-inch; 205/50/ZR17 F 8x18-inch; 225/40/ZR18
stripped interior. R 9x16-inch; 245/55/ZR16 but updated. R 9x17-inch; 255/40/ZR17 uprated, as were brakes. R 9x17-inch; 255/40/ZR17 R 10x18-inch; 265/35/ZR18

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GErlyhi 98
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993 Carrera 4 1994-1997

T llsc ,50
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$

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As per the 993-model Carrera,
but with four-wheel-drive.
Transmission was half the
weight of the previous Carrera 4,
and was designed to give a more
rear-drive feel.
Production numbers 1,437 Production numbers 38,626 Production numbers 2,884 (Coupe) Production numbers 173

964 Turbo 3.6 993 GT2

Issue featured 120 Issue featured 160 Issue featured 111 Issue featured 131
Engine capacity 3,600cc 993 Carrera Engine capacity 3,600cc Engine capacity 3,600cc Engine capacity 3,600cc
1993-1994 Compression ratio
Maximum power
7.5:1
360hp @ 5,500rpm
1993-1997 Compression ratio
Maximum power
11.3:1
272hp @ 6,000rpm
Compression ratio
Maximum power
11.3:1
272hp @ 6,000rpm
1995-1996 Compression ratio
Maximum power
8.0:1
430hp @ 5,750rpm
The engine is based on a Maximum torque 520Nm @ 4,200rpm Restyled bodywork had Maximum torque 330Nm @ 5,000rpm Maximum torque 330Nm @ 5,000rpm 911 Turbo, but with Maximum torque 540Nm @ 4,500rpm
modified 3.6-litre 964 unit. 0-62mph 4.8s swept-back headlamps, 0-62mph 5.6s 0-62mph 5.8s reduced equipment. Also 0-62mph 3.9s
Top speed Top speed Top speed Top speed
Distinctive 18-inch split-rim 174mph
curvaceous wings and 168mph 166mph
included rear-wheel-drive, 189mph
Length 4,250mm Length 4,245mm Length 4,245mm Length 4,245mm
Speedline wheels covered Width 1,775mm blended-in bumpers. Width 1,735mm Width 1,735mm making it a better track Width 1,855mm
the Big Red brake calipers. Weight 1,470kg The 3,600cc engine was Weight 1,370kg Weight 1,420kg car. Fitted with huge front Weight 1,290kg
Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres
Suspension was lowered F 8x18-inch; 225/40/ZR18
revised, with VarioRam F 7x16-inch; 205/55/ZR16 F 7x16-inch; 205/55/ZR16
and rear wings and bolt- F 9x18-inch; 235/40/ZR18
by 20mm. R 10x18-inch; 265/35/ZR18 available from 1996. R 9x16-inch; 245/45/ZR16 R 9x16-inch; 245/45/ZR16 on arch extensions. R 11x18-inch; 285/35/ZR18

993 Turbo S 1998

The final hurrah for the last

air-cooled 911. With 450bhp for
UK models, it was the fastest
and most luxurious road-going
model Stuttgart had ever
produced. Manual only.
Production numbers 346 Production numbers 56,733 Production numbers 22,054 Production numbers 1,886

996.1 Carrera
Issue featured 115 Issue featured 160 Issue featured 111
996.1 C4 996.1 GT3
Issue featured 117
Engine capacity 3,600cc Engine capacity 3,387cc Engine capacity 3,387cc Engine capacity 3,600cc
Compression ratio
Maximum power
8.0:1
450hp @ 5,750rpm
1998-2001 Compression ratio
Maximum power
11.3:1
300hp @ 6,800rpm
1998-2001 Compression ratio
Maximum power
11.3:1
300hp @ 6,800rpm
1998-2000 Compression ratio
Maximum power
11.7:1
360hp @ 7,200rpm
Maximum torque 585Nm @ 4,500rpm An all-new 911 with larger, Maximum torque 350Nm @ 4,600rpm 4WD transmission fed Maximum torque 350Nm @ 4,600rpm Commonly called the Maximum torque 370Nm @ 5,000rpm
0-62mph 4.1s restyled bodywork and 0-62mph 5.2s five per cent of power in 0-62mph 5.2s Gen1 GT3, this was a 0-62mph 4.8s
Top speed 186mph
a water-cooled engine. Top speed 174mph
normal driving, increasing Top speed 174mph
lightweight 996 with Top speed 188mph
Length 4,245mm Length 4,430mm Length 4,430mm Length 4,430mm
Width 1,795mm Interior was redesigned Width 1,765mm to 40 per cent when Width 1,765mm power driving the rear Width 1,765mm
Weight 1,583kg in order to enable better Weight 1,320kg required. PSM used Weight 1,375kg wheels. Suspension was Weight 1,350kg
Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres
F 8x18-inch; 225/40/18
ergonomic efficiency and F 7x17-inch; 205/50/R17
for first time, rolled out F 7x17-inch; 205/50/R17
lowered by 30mm and F 8x18-inch; 225/40/R18
R 10x18-inch; 285/30/18 more room. R 9x17-inch; 255/40/R17 across the range in 2001. R 9x17-inch; 255/40/R17 brakes were uprated. R 10x18-inch; 285/30/R18

996 Anniversary 03-04

Painted in ‘Carrera GT’ GT silver,

Production numbers
and included a Turbo front
bumper and polished Carrera
wheels. Powerkit, -10mm
M030 sports suspension and
mechanical LSD standard.
10,386 Production numbers 1,963 Production numbers 2,313 Production numbers 682

996.2 C4 996.2 GT3 996 GT3 RS

Issue featured 107 Issue featured 112 Issue featured 142 Issue featured 161
Engine capacity 3,596cc Engine capacity 3,596cc Engine capacity 3,600cc Engine capacity 3,600cc

2002-2004 Compression ratio

Maximum power
11.3:1
320hp @ 6,800rpm
Compression ratio
Maximum power
11.3:1
345hp @ 6,800rpm
2003-2005 Compression ratio
Maximum power
11.7:1
381hp @ 7,400rpm
2004-2005 Compression ratio
Maximum power
11.7:1
381hp @ 7,400rpm
Facelifted in line with Maximum torque 370Nm @ 4,250rpm Maximum torque 370Nm @ 4,800rpm Based on facelifted Maximum torque 385Nm @ 5,000rpm Same 3,600cc engine as Maximum torque 385Nm @ 5,000rpm
rear-drive Carrera, though 0-62mph 5.0s 0-62mph 4.9s 996 Carrera, but with 0-62mph 4.5s in GT3, but with weight 0-62mph 4.4s
the all-wheel-drive version Top speed 177mph Top speed 175mph
new wings. Suspension Top speed 190mph
saving, offering 280bhp Top speed 190mph
Length 4,430mm Length 4,430mm Length 4,435mm Length 4,435mm
drives very much like Width 1,770mm Width 1,770mm lowered and uprated, Width 1,770mm per ton – an improvement Width 1,770mm
its rear-driven brethren. Weight 1,430kg Weight 1,370kg PCCB optional. Full-spec Weight 1,380kg of four per cent over the Weight 1,360kg
Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres
Cabin received minor F 7x17-inch; 205/50/R17 F 8x18-inch; 225/40/R18
interior unless Clubsport F 8.5x18-inch; 235/40/R18
996 GT3 Clubsport. F 8.5x18-inch; 235/40/R18
updates over Gen1. R 9x17-inch; 255/40/R17 R 10x18-inch; 285/30/R18 option was ordered. R 11x18-inch; 295/30/R18 PCCB optional. R 11x18-inch; 295/30/R18
 88 Data file in association with Beverly Hills Car Club

Sales debate

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What’s the legacy of the 997?

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Production numbers 1,563
Issue featured
996 Turbo S
132 Production numbers 25,788
Engine capacity 3,600cc
997.1 Carrera
Issue featured 112

2004-2005 Compression ratio 9.4:1 Engine capacity 3,596cc

Maximum power
Maximum torque
450hp @ 5,700rpm
620Nm @ 3,500-
2004-2008 Compression ratio
Maximum power
11.3:1
325hp @ 6,800rpm
A 911 Turbo with the 4,500rpm Fully revised Porsche Maximum torque 370Nm @ 4,250rpm
previously optional 0-60mph 4.2s 911 with 993-influenced 0-62mph 5.0s
30bhp power upgrade, Top speed 191mph
bodywork and a new Top speed 177mph
Length 4,291mm Length 4,427mm
with larger turbochargers, Width 1,830mm interior. Engine was Width 1,808mm
uprated intercoolers Weight 1,590kg like 996, but refined for Weight 1,395kg
Wheels & tyres Wheels & tyres
and a revised ECU. F 8x18-inch; 225/40/R18
more power. Five-speed F 8x18-inch; 235/40/R18
PCCB are standard. R 11x18-inch; 295/30/R18 Tiptronic option available. R10x18-inch; 265/40/R18

The 997’s 20th anniversary has come round quickly.

Covering 30 models, there’s a wide gamut of performance,
practicality and drive options. What mark has the 997 left
on the Porsche community?
Hexagon’s Jonathan Ostroff fondly recalls the model,
having attended the dealer launch at the time. He thinks
Production numbers 1,242
the styling is one key element that stands out. Unlike Pinky Production numbers 1,106 Issue featured 127

997.1 GT3 RS
Issue featured 156 997 GT2 Engine capacity 3,600cc
Lai’s smoothed 996, the 997 had echoes of the earlier
2006-2007
Engine capacity
Compression ratio
3,600cc
12.0:1 2007-2009 Compression ratio
Maximum power
9.0:1
530hp @ 6,500rpm
models, notably its 993-style headlights. “That’s a hit with Maximum power 415hp @ 7,600rpm Maximum torque 680Nm @ 2,200-
Similar to GT3, with Maximum torque 405Nm @ 5,500rpm Essentially a 997 Turbo 4,500rpm
enthusiasts, but backing that up is the build quality, which wider rear bodyshell of 0-62mph 4.2s but with rear-wheel drive 0-62mph 3.7s

is excellent.” the Carrera S. 20kg of Top speed 194mph

only. Had a more track- Top speed 204mph
Length 4,460mm Length 4,469mm
weight saved from GT3 Width 1,808mm orientated suspension Width 1,852mm
From a sales point of view, the stand-out 997s with thanks to carbon engine Weight 1,375kg and brake setup, with Weight 1,440kg
Wheels & tyres Wheels & tyres
buyers are those that were manufactured in low numbers. cover and rear wing, and F 8.5x19-inch; 235/35/R19 GT3-style interior and F 8.5x19-inch; 235/35/ZR19
plastic rear window. R 12x19-inch; 305/30/R19 extra power. R 12x19-inch; 325/30/ZR19
Ostroff also picks out the 997 Turbo, GTS and GT2s as cars
that have both a following and a future. “Most notable is the
RS 4.0, of course, but there were very few right-hand-drive 997.2 GT3 RS 2009-2012 997 Sport Classic 2010

models,” he wisely observes. He adds the Sport Classic

and Turbo to that list of cars which will stand the test of
time. All 997s have a following, Ostroff thinks, as the last
Wider front arches and a larger
Porsche derivative when it was an identifiable company. wing. Dynamic engine mounts
and PASM are standard.
Such details resonate with enthusiasts. Air-con is optional, with no
door handles, wheel brace
While there’s a rich legacy of more senior models, or sound proofing.
Production numbers
the whole range should be considered, points out Henry
Based on 3.8-litre Powerkit,
rear-wheel-drive Carrera S, but
with 44mm wider rear arches.
Retro styling including iconic
ducktail and large Fuchs wheels.
Production numbers 250
1,500 Production numbers 356
Issue featured 146

997 Speedster
Issue featured 125 Issue featured 128 Engine capacity 3,800cc
Engine capacity 3,800cc Engine capacity 3,800cc
Thomas of Lakeside Classics. “Anything 997, I think, Compression ratio 12.5:1
Compression ratio
Maximum power
12.2:1
450hp @ 7,900rpm
2010 Compression ratio
Maximum power
12.5:1
408hp @ 7,300rpm
Maximum power 408hp @ 7,300rpm

is going to become a car that people look for,” says Maximum torque 430Nm @ 6,750rpm Built to mark Porsche Maximum torque 420Nm @ 4,400-
Maximum torque 420Nm @ 4,200-
5,600rpm
0-62mph 4.0s Exclusive’s 25th year. 5,600rpm
Thomas. “They’re still a small car, but are built very Top speed 192mph
Shorter windscreen, but 0-62mph 4.4s
0-62mph:
Top speed:
4.6s
187mph
Length 4,460mm Top speed 190mph
much like a Porsche. Width 1,852mm rake angle same as 997 Length 4,440mm
Length:
Width:
4,435mm
1,852mm
Weight 1,370kg Carrera. Wide body with Width 1,852mm
“One thing I think will become increasingly apparent is Wheels & tyres
19-inch Fuchs wheels. Weight 1,540kg
Weight:
Wheels & tyres
1,425kg

F 9x19-inch; 245/35/ZR19 Wheels & tyres F 8.5x19-inch; 235/35/ F 8.5x19-inch; 235/35/ZR19

the rise in the appeal of the manual cars,” he continues, R 12x19-inch; 325/30/ZR19 Rear-wheel drive. ZR19 R 11x19-inch; 305/30/ZR19 R 11x19-inch; 305/30/ZR19

explaining that it’s likely to be reflected in prices over the

next few years or so. In that vein, Thomas highlights the
manual 997 Turbo. “There are comparatively fewer manual
cars than autos, so a manual Turbo will become a special
car to own,” he says.
Thomas rightly points out that compared to the lofty
collector cars like the RS 4.0 and RS, the comparable
Turbos may be cheaper, but offer phenomenal value. “It’s
a slightly different driving experience, but still a great car, Production numbers 2,000 Production numbers Unknown

and not at silly prices those other cars can be,” he says. In 997 Turbo S
Issue featured
Engine capacity
123
3,800cc 991.1 Carrera
Issue featured
Engine capacity
137
3,436cc

a similar vein he favours a manual GTS as another car that 2011-2013 Compression ratio
Maximum power 530hp @ 6,250-6,750rpm
9.8:1
2011-2015 Compression ratio
Maximum power
12.5:1
350hp @ 7,400rpm
A standard 997 Turbo The first of the newest and
will endure. but with more power and
Maximum torque 700Nm @ 2,100-
4,250rpm latest Gen7 911s, it takes
Maximum torque
0-62mph
390Nm @ 5,600rpm
4.8s

Perhaps more than any other model, the 997 era higher level of standard 0-62mp
Top speed
3.3s
195mph
styling hues from the 993. Top speed
Length
179.6mph
4,491mm
equipment including A redesigned chassis
is all about options. Whether you want practicality, PCCB, centre-lock wheels,
Length
Width
4,435mm
1,852mm with lengthened
Width
Weight
1,808mm
1,380kg

performance, pedigree or investment potential, the legacy crested sports seats and Weight 1,585kg
Wheels & tyres F 8.5x19-inch; 235/35/
wheelbase reduces the Wheels & tyres
F 8.5x19-inch; 235/40/ZR19
Sport Chrono Plus. ZR19 R 11x19-inch; 305/30/ZR19 overhang of the engine. R 11x19-inch; 285/35/ZR19
means there’s always a model for you.
 89

be
GErlyhi 89,
ve
997.1 Carrera 4 2005-08 997.1 C4S 2005-2008 997.1 Turbo 2005-2008

T llsc 950
IT arc
$

NO lub
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Like the 997 Carrera, but with
drive to all four wheels via a
multi-disc viscous coupling,
transferring between five and
40 per cent of traction to the
front. 44mm wider at rear.
Production numbers 41,059 Production numbers 2,378 Production numbers
The same 3.8-litre, 355bhp
engine as the Carrera S, with
four-wheel-drive system on C4.
44mm wider than Carrera S to
accommodate for wider rear
wheels and tyres.
8,533 Production numbers
Similar to 997 C4S body, but
with extra intakes at the front
and sides. Essentially the 996
Turbo engine, but with all-new
twin turbos. VTG gave best of
small/large turbos.
30,973 Production numbers 19,201

997.1 Carrera S 997.1 GT3

Issue featured 107 Issue featured 117 Issue featured 3 Issue featured 111 Issue featured 159
Engine capacity 3,824cc Engine capacity 3,600cc Engine capacity 3,596cc Engine capacity 3,824cc Engine capacity 3,600cc

2004-2008 Compression ratio

Maximum power
11.8:1
355hp @ 6,600rpm
2006-2007 Compression ratio
Maximum power
12.0:1
415hp @ 7,600rpm
Compression ratio
Maximum power
11.3:1
325hp @ 6,800rpm
Compression ratio
Maximum power
11.8:1
355hp @ 6,600rpm
Compression ratio
Maximum power 480hp @ 6,000rpm
9.8:1

As per the 997 Carrera, Maximum torque 400Nm @ 4,600rpm Track focused, but Maximum torque 405Nm @ 5,500rpm Maximum torque 370Nm @ 4,250rpm Maximum torque 400Nm @ 4,600rpm Maximum torque 620Nm @ 1,950-
but with more powerful 0-62mph 4.8s based on narrow-bodied 0-62mph 4.3s 0-62mph 5.1s 0-62mph 4.8s 5,000rpm
3.8-litre engine and Top speed 182mph Carrera with reworked Top speed 192mph Top speed 174mph Top speed 179mph 0-62mph 3.9s
Length 4,427mm Length 4,445mm Length 4,427mm Length 4,427mm Top speed 193mph
PASM. 19-inch wheels Width 1,808mm 996 GT3 engine. PASM Width 1,808mm Width 1,852mm Width 1,852mm Length 4,450mm
as standard, with bigger Weight 1,420kg as standard, revs to Weight 1,395kg Weight 1,450kg Weight 1,475kg Width 1,852mm
ventilated brakes. Featured Wheels & tyres
F 8x19-inch; 235/35/R19
8,400rpm, 200 higher Wheels & tyres
F 8.5x19-inch; 235/35/R19
Wheels & tyres
F 8x18-inch; 235/40/R18
Wheels & tyres
F 8x19-inch; 235/35/R19
Weight 1,585kg
Wheels & tyres F 8.5x19-inch;235/35/
quad exhaust tailpipes. R11x19-inch; 295/30/R19 than the Gen2 996 GT3. R 12x19-inch; 305/30/R19 R 11x18-inch; 295/35/R18 R 11x19-inch; 305/30/R19 R19 R 11x19-inch; 305/30/R19

997.2 Carrera S 2008-12 997.2 GT3 2009-2012 997.2 Turbo 2009-2013

Production numbers
Altered as per the Carrera, but
with larger 3.8-litre engine –
again using fewer components
and Direct Fuel Injection. Had
seven-speed PDK optional, like
the Carrera.
10,500 Production numbers
Updated as per the Carrera,
but with a unique front and rear
wing, revised PASM, centre-lock
wheels and better brakes.
2010 MY GT3s recalled to fix
rear hubs.
15,000 Production numbers 7,910 (Coupe) Production numbers
Same as the original 997 Turbo
but with new LED tail-lights
and front driver lights. Larger
tailpipes and DFI engine, with fuel
consumption cut by 16 per cent.
Production numbers 3,800
2,200 Issue featured 152

997.2 Carrera 997.2 C4S

Issue featured 144 Issue featured 61 Issue featured 111 Issue featured 117 Engine capacity 3,800cc
Engine capacity 3,614cc Engine capacity 3,800cc Engine capacity 3,800cc Engine capacity 3,797cc Compression ratio 9.8:1
2008-2012 Compression ratio
Maximum power
12.5:1
345hp @ 6,500rpm
Compression ratio
Maximum power
12.5:1
385hp @ 6,500rpm
2008-2012 Compression ratio
Maximum power
12.5:1
385hp @ 6,500rpm
Compression ratio
Maximum power
12.2.:1
435hp @ 7,900rpm
Maximum power 500hp @ 6,000rpm
Maximum torque 650Nm @ 1,950-
Revised with restyled Maximum torque 390Nm @ 4,400rpm Maximum torque 420Nm @ 4,400rpm Body as per C4 but with Maximum torque 420Nm @ 4,400rpm Maximum torque 430Nm @ 6, 250rpm 5,000rpm
LED rear lights and front 0-62mph 4.9s 0-62mph 4.7s larger engine. Utilised 997 0-62mph 4.7s 0-62mph 4.1s 0-62mph 3.4s
driving lights. M97 engine Top speed 179mph Top speed 187mph
Turbo’s 4WD and PTM. Top speed 185mph Top speed 194mph Top speed 194mph
Length 4,435mm Length 4,435mm Length 4,435mm Length 4,460mm Length 4,450mm
replaced with a 91 DFI unit, Width 1,808mm Width 1,808mm Viscous coupling gives Width 1,852mm Width 1,808mm Width 1,852mm
using fewer parts – with Weight 1,415kg Weight 1,425kg way to electromagnetically Weight 1,480kg Weight 1,395kg Weight 1,570kg
Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres
no problematic F 8x18-inch; 235/40/ZR18 F 8x19-inch; 235/35/ZR19
controlled multi- F 8x19-inch; 235/35/ZR19 F 8.5x19-inch; 235/35/ZR19
Wheels & tyres
F 8.5x19-inch; 235/35/ZR19
Intermediate Shaft. R 10.5x18-inch; 265/40/ZR18 R 11x19-inch; 295/30/ZR19 plate clutch. R 11x19-inch; 305/30/ZR19 R 12x19-inch;305/30/ZR19 R 11x19-inch; 305/30/ZR19

997 GT2 RS 2010-2011 997 C2 GTS 2010-2012 997 C4 GTS 2011-2012

GT2 went back to its roots with
lightweight body and interior,
plus extra power. Recognisable
thanks to carbon fibre bonnet,
air intake and mirrors.
Production numbers
Production numbers 600 Production numbers 121 Issue featured
C4’s wider rear body, and Like C2 997 GTS but slightly
powered by the 3.8-litre Carrera heavier and with 4WD. In either
S engine, with a Powerkit C2 or C4 form, it represented
producing extra 25bhp. GTS is a great saving over optioning
laden with Porsche options. up a 997 Carrera counterpart.
500 Production numbers Unknown Production numbers Unknown
155 Issue featured 157 Issue featured 125

997 GT3 RS 4.0 997 918 Edition

Issue featured 125 Issue featured 74 Engine capacity 3,600cc Engine capacity 3,800cc Engine capacity 3,800cc
Engine capacity 3,996cc Engine capacity 3,800cc Compression ratio 9.0:1 Compression ratio 12.5:1 Compression ratio 12.5:1
2010 Compression ratio
Maximum power
12.6:1
500hp @ 8,250rpm
2010 Compression ratio
Maximum power 530hp @ 6,250-6,750rpm
9.8:1 Maximum power
Maximum torque
620hp @ 6,500rpm
700Nm @ 2,500-
Maximum power
Maximum torque
408hp @ 7,300rpm
420Nm @ 4,200-
Maximum power
Maximum torque
408hp @ 7,300rpm
420Nm @ 4,200-
Engine was upgraded and Maximum torque 460Nm @ 5,750rpm These exclusive 997 Turbo Maximum torque 700Nm @ 2,100- 5,500rpm 5,600rpm 5,600rpm
aerodynamically tweaked, 0-62mph 3.9s S-spec 911s were only 4,250rpm 0-62mph 3.5s 0-60mph 4.6s 0-62mph 4.6s
Top speed 0-62mph
with the angle of the rear 193mph
available to those who 3.3s Top speed 205mph Top speed 190mph Top speed 188mph
Length 4,460mm Top speed 195mph Length 4,460mm Length 4,435mm Length 4,435mm
wing increased and dive Width 1,852mm had paid a deposit for a Length 4,435mm Width 1,852mm Width 1,852mm Width 1,852mm
planes on either side of Weight 1,360kg 918 Spyder. It featured Width 1,852mm Weight 1,370kg Weight 1,420kg Weight 1,480kg
Wheels & tyres Wheels & tyres
the front nose. A future F 9x19-inch; 245/35/ZR19
acid green badging and Weight 1,585kg
Wheels & tyres F 8.5x19-inch; 235/35/
Wheels & tyres
F 9x19-inch; 245/35/ZR19 F 8.5x19-inch; 235/35/19
Wheels & tyres
F 8.5x19-inch; 235/35/ZR19
collectors’ gem. R 12x19-inch; 325/30/ZR19 brake calipers. ZR19 R 11x19-inch; 305/30/ZR19 R 12x19-inch; 325/30/ZR19 R 11x19-inch; 305/30/19 R 11x19-inch; 305/30/ZR19

991.1 Carrera 4 2012-2015

22mm wider body than C2,

Production numbers
with 10mm wider tyres and
connecting rear tail light as
standard. Also features a torque
distribution indicator on the
digital dash clock.
Unknown Production numbers Unknown Production numbers Unknown Production numbers 3,000 (estimate)

991.1 Carrera S 991.1 Carrera 4S 991.1 GT3

Issue featured 114 Issue featured 98 Issue featured 118 Issue featured 143
Engine capacity 3,800cc Engine capacity 3,436cc Engine capacity 3,800cc Engine capacity 3,800cc

2011-2015 Compression ratio

Maximum power
12.5:1
400hp @ 7,400rpm
Compression ratio
Maximum power
12.5:1
350hp @ 7,400rpm
2012-2015 Compression ratio
Maximum power
12.5:1
400hp @ 7,400rpm
2013-2015 Compression ratio
Maximum power
12.9:1
475hp @ 8,250rpm
Same as Carrera, with Maximum torque 440Nm @ 5,600rpm Maximum torque 390Nm @ 5,600rpm Same wider body Maximum torque 440Nm @ 5,600rpm Wide body from 991 Maximum torque 440Nm @ 6,250rpm
seven-speed manual 0-62mph 4.5s 0-62mph 4.9s styling as C4, coupled to 0-62mph 4.5s Carrera 4 was used for the 0-62mph 3.5s
’box but utilising bigger Top speed 188.9mph Top speed 177mph
3.8-litre 400bhp engine. Top speed 185mph
first time. Mezger engine Top speed 196mph
Length 4,491mm Length 4,491mm Length 4,491mm Length 4,545mm
engine. Slightly larger Width 1,808mm Width 1,852mm Also features six-piston Width 1,852mm from previous GT3s Width 1,852mm
front brakes than the Weight 1,395kg Weight 1,430kg brake calipers at front. Weight: 1,445kg replaced with revamped Weight 1,430kg
Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres
standard Carrera, PASM F 8.5x20-inch; 245/35/ZR20 F 8.5x19-inch; 235/40/ZR19
PTV spread torque F 8.5x20-inch; 245/35/ZR20
DFI version of Carrera S F 9x20-inch; 245/35/ZR20
as standard equipment. R 11x20-inch; 295/30/ZR20 R 11x19-inch;305/35/ZR19 more evenly. R 11x20-inch; 305/30/ZR20 engine. PDK only. R 12x20-inch; 305/30/ZR20
 90 Data file in association with Beverly Hills Car Club

Technology explained
991.1 Turbo S 2013-2015

082 HELMHOLTZ RESONATOR Same dimensions as the 991

Turbo, but with a tweaked map
to provide extra 40bhp. Turbo
options standard, including
centre-lock wheels and PCCB.
This little device helps manage the flat six Production numbers Unknown
Production numbers
Issue featured
Unknown
115

soundtrack in the back of your water-cooled 911 991.1 Turbo

Issue featured
Engine capacity
109
3,800cc
Engine capacity
Compression ratio
3,800cc
9.8:1

2013-2014 Compression ratio

Maximum power
9.8:1
520hp @ 6,000rpm
Maximum power 560hp @ 6,500-
6,750rpm
New Turbo marks the Maximum torque 660Nm @ 1,950rpm Maximum torque 700Nm @ 2,100-4,250
introduction of rear axle 0-62mph 3.4s 0-62mph 3.1s
steering, plus PDK-only Top speed 195mph Top speed 197mph
Length 4,506mm Length 4,506mm
transmission to forced- Width 1,880mm Width 1,880mm
induction 991 models. Weight 1,595kg Weight 1,605kg
Wheels & tyres Wheels & tyres
F 8.5x20-inch; 245/35/ZR20 F 9x20-inch; 245/35/ZR20
R 11x20-inch; 305/30/ZR20 R 11x20-inch, 305/30/ZR20

991.2 Carrera 4 2016-08

New 9A2 turbocharged engine

Production numbers
fused with all-wheel-drive
running gear, now electro-
hydraulically controlled.
Distinguishable by wider body
and full-width rear brake light.
Unknown Production numbers Unknown

991.2 Carrera S
Issue featured 132 Issue featured 133
Engine capacity 2,981cc Engine capacity 2,981cc

2016-2018 Compression ratio

Maximum power
10.0:1
420hp @ 6,500rpm
Compression ratio
Maximum power
10.0:1
370hp @ 6,500rpm
Shares Carrera’s Maximum torque 500Nm @ 1,700- Maximum torque 450Nm @ 1,700-
3.0-litre turbocharged 5,000rpm 5,000rpm
9A2 engine, and 0-62mph 3.9s 0-62mph 4.1s
Top speed 191mph Top speed 181mph
features revised turbos, Length 4,499mm Length 4,499mm
exhaust and engine Width 1,808mm Width 1,852mm
management to produce Weight 1,440kg
Wheels & tyres F 8.5x20-inch; 245/35/
Weight 1,480kg
Wheels & tyres F 8.5x19-inch; 235/40/
an additional 50hp. ZR20 R 11.5x20-inch; 305/30/ZR20 ZR19 R 11.5x19-inch; 295/35/ZR19
Sound plays such a pivotal role in any 911. But the
engineers at Weissach don’t just let the legendary
fine-tolerance engineering simply riff away. 991.2 C4 GTS 2017-2019

Instead, just like a music track, the sound itself is

engineered. It’s massaged to maximise appeal,
note and depth, while anything that detracts from
As 991.2 Carrera GTS but with
the aural experience is minimised. PTM four-wheel drive electrically
controlling drive between both
One of the tools they use to do this is the Helmholtz resonator, as first axles (rear always driven). Red
connecting strip on rear.
employed by Porsche on the intake tract of the 996’s M96 engine. The idea Production numbers Unknown
Production numbers Unknown Issue featured 151
stems from the 1850s and the findings of German physicist Hermann Ludwig Engine capacity 2,981cc
991.2 C2 GTS
Issue featured 150
Engine capacity 2,981cc Compression ratio 10.0:1
Ferdinand von Helmholtz. In his studies around sound analysis, he developed 2017-2019 Compression ratio 10.0:1 Maximum power 450hp @ 6,500rpm
Maximum power 450hp @ 6,500rpm Maximum torque 550Nm @ 2,150-
a way to analyse musical notes. Specifically, their pitch. Similar specification and Maximum torque 550Nm @ 2,150- 5,000rpm
‘black accent’ styling as 5,000rpm 0-62mph 3.8s
Sounds are pressure waves that cause our ears to vibrate. How high or low per 991.1, available in both 0-62mph 4.1s Top speed 193mph
Top speed 194mph Length 4,528mm
the note is – the pitch – is the frequency of the vibration and can be displayed rear-wheel and all-wheel Length 4,528mm Width 1,852mm
drive form. C4 GTS Width 1,852mm Weight 1,515kg
as a sine wave. Helmholtz created a range of brass spheres with elongated quicker than C2 GTS. Weight 1,450kg Wheels & tyres
F 9x20-inch; 245/35/ZR20
Wheels & tyres F 9x20-inch; 245/35/ZR20
necks, each of which would resonate at a set pitch as air was blown across the R 12x20-inch; 305/30/ZR20 R 12x20-inch; 305/30/ZR20

top, much like we’ve all done with a bottle. Each sphere would also resonate
sympathetically when placed near a sound matching its specific pitch. However,
992 Turbo S 2020- 992 Targa HDE 2020- 992 C2 GTS 2021-
it was realised that if you matched the pitch, but created a sine wave of opposing
amplitude, you’re able to effectively cancel out that pitch. Effectively, a resonator
could be utilised as a noise-cancelling device.
This is the concept Porsche applies when using a Helmholtz resonator,
3.8-litre version of 992 Carrera’s First of four Heritage Design More of a Turbo-lite option than
to attenuate or accentuate intake noise, therefore shaping the sound. Any engine, with intercoolers now on specials from Porsche a bridge between C2S and GT3.
top and air filters housed behind Exclusive, inspired here by Has Powerkit, centre-lock wheels
unwanted frequencies can be cancelled out by passing air over the correctly side air intakes. PSE and Sports Porsche sports cars of the and GTS-specific interior. Manual
chassis optional for first time. 1950s and 1960s. option features stubbier shifter.
tuned resonator inside the intake, as a way to reduce unwanted frequencies, Production numbers In production Production numbers 992 Production numbers Unknown
Issue featured 190 Issue featured 193 Issue featured 213
as Porsche engineers see fit. Engine capacity 3,745cc Engine capacity 2,981cc Engine capacity 2,981cc
Compression ratio 8.7:1 Compression ratio 10.5:1 Compression ratio 10.0:1
In the case of the 996, the Helmholtz resonator is in the air box ahead of Maximum power 640hp @ 6,750rpm Maximum power 450hp @ 6,500rpm Maximum power 480hp @ 6,500rpm
Maximum torque 800Nm @ 2,500- Maximum torque 530Nm @ 2-5,000rpm Maximum torque 570Nm @ 2-5,000rpm
the throttle butterfly. On the 997’s 3.8-litre motor, it’s again in the air box, but 4,000rpm 0-62mph 3.6s 0-62mph 3.4s (PDK)
0-62mph 2.7s Top speed 189mph Top speed 193mph
a vacuum-operated butterfly valve is able to vary the volume of the Helmholtz Top speed 205mph Length 4,519mm Length 4,533mm
length 4,535mm Width 1,852mm Width 1,852mm
resonator. It should be noted, though, that some owners block off the Helmholtz Width 1,900mm Weight 1,675kg Weight 1,510kg
weight 1,640kg Wheels & tyres Wheels & tyres
resonators as a modification, in an effort to increase intake sound. Wheels & tyres F 8.5x20-inch; 255/35/ F 8.5x20-inch; 245/35/ZR20 F 8.5x20-inch; 245/35/ZR20
ZR20 R 11.5x21-inch; 315/30/ZR21 R 11.5x21-inch; 305/30/ZR21 R 11.5x20-inch; 305/30/ZR21
 91

991.1 Carrera GTS 2014-16 991.1 C4 GTS 2014-2016 991.2 Carrera 2015-2018 991.1 GT3 RS 2015-2017 991.2 Carrera 4S 2016-18

Production numbers
Big-spec GTS utilises wide
body and a host of good options
including Powerkit, PASM,
Sport chrono, Sport exhaust to
name a few, all for £7,000 more
than Carrera S.
1,963 Production numbers Unknown
Almost the same as the C2 Facelift model substantially
GTS, but with additional traction changed underneath with
offered by four-wheel drive. As power coming from completely
a result, performance times new 3.0-litre 9A2 turbocharged
are altered slightly over its rear- engine. PASM now standard.
driven variant. Production numbers Unknown
Production numbers Unknown Issue featured 137
Unprecedented aero package
now delivers 997 RS 4.0’s max
downforce at just 93mph.
Modified 4.0-litre DFI version
of 991.1 GT3 engine; PDK-only.
Production numbers
Issue featured
As per C4 but using revised
turbos, exhaust and engine
management from C2S to
produce extra 50hp. Faster
0-62mph than C2S for first time.
6,000 Production numbers Unknown
136 Issue featured 154

991 Anniversary
Issue featured 112 Issue featured 157 Issue featured 125 Engine capacity 2,981cc Engine capacity 3,996cc Engine capacity 2,981cc
Engine capacity 3,800cc Engine capacity 3,800cc Engine capacity 3,800cc Compression ratio 10.0:1 Compression ratio 12.9:1 Compression ratio 10.0:1
2013-2014 Compression ratio
Maximum power
12.5:1
400hp @ 7,400rpm
Compression ratio
Maximum power
12.5:1
430hp @ 7,500rpm
Compression ratio
Maximum power
12.5:1
430hp @ 7,500rpm
Maximum power
Maximum torque
370hp @ 6,500rpm
450Nm @ 1,700-
Maximum power 500hp @ 8,250rpm
Maximum torque 460Nm @ 6,250rpm
Maximum power
Maximum torque
420hp @ 6,500rpm
500Nm @ 1,700-
Exuberantly styled Maximum torque 440Nm @ 5,600rpm Maximum torque 440Nm @ 5,750rpm Maximum torque 440Nm @ 5,750rpm 5,000rpm 0-62mph 3.3s 5,000rpm
Carrera S with wide body 0-62mph 4.5s 0-62mph 4.0s 0-62mph 4.4s 0-62mph 4.2s Top speed 193mph 0-62mph 3.8s
and generous spec. Many Top speed 188mph Top speed 190mph Top speed 188mph Top speed 183mph Length 4,545mm Top speed 189mph
Length 4,491mm Length 4,491mm Length 4,491mm Length 4,499mm Width 1,880mm Length 4,499mm
styling cues inside and out Width 1,852mm Width 1,852mm Width 1,852mm Width 1,808mm Weight 1,420kg Width 1,852mm
taken from original 901. Weight 1,420kg Weight 1,425kg Weight 1,470kg Weight 1,430kg Wheels & tyres Weight 1,490kg
Wheels & tyres Wheels & tyres Wheels & tyres F 9.5x20-inch; 265/35/ZR20
Powerkit only came as F 9x20-inch; 245/35/ZR20 F 9x20-inch; 245/35/ZR20 F 9x20-inch; 245/35/ZR20
Wheels & tyres
F 8.5x19-inch; 235/40/ZR19 R 12.5x21-inch; 325/30/ZR21
Wheels & tyres
F 8.5x20-inch; 245/35/ZR20
standard spec in US. R 11.5x20-inch; 305/30/ZR20 R 11.5x20-inch; 305/30/ZR20 R 11.5x20-inch; 305/30/ZR20 R 11.5x19-inch; 295/35/ZR19 R 11.5x20-inch; 305/30/ZR20

991.2 Turbo 2016-2018 991.2 Turbo S 2016-2018 991 R 2016 991.2 GT3 2017-2019 991 GT2 RS 2017-2019

Revised 9A1 engine from 991.1, As per 991.2 Turbo, but with 991 GT3 RS engine mated to six- New 4.0-litre engine from 991.2 Fastest factory 911 of all time.
producing 540hp thanks to power boosted to 580hp thanks speed manual gearbox. Features Cup car. Retains 9,000rpm Highly modified Turbo S engine
modified inlet ports in cylinder to new turbochargers with Cabriolet active rear wing with redline; six-speed manual Sport with sprayed intercoolers. Rear
head, new injection nozzles and larger compressors. Faster ever diffuser aiding downforce. transmission is a no-cost option. wheel drive, PDK only. New inlets
higher fuel pressure. 911 from 0 to 62mph. Lightweight flywheel optional. Revised airflow to front and rear. on bonnet feeds air to brakes.
Production numbers Unknown Production numbers Unknown Production numbers 991 Production numbers 222 (UK, est) Production numbers 2,000 (estimate)
Issue featured 135 Issue featured 145 Issue featured 153 Issue featured 153 Issue featured 161 Production numbers 500
Engine capacity 3,800cc
991 Turbo S
Engine capacity 3,800cc Engine capacity 3,800cc Engine capacity 3,996cc Engine capacity 3,996cc Issue featured 170
Compression ratio 9.8:1 Compression ratio 9.8:1 Compression ratio 13.2:1 Compression ratio 13.3:1 Compression ratio 9.0:1 Engine capacity 3,800cc
Maximum power
Maximum torque
540hp @ 6,400rpm
710Nm @ 2,250-
Maximum power
Maximum torque
580hp @ 6,750rpm
750Nm @ 2,250-
Maximum power 500hp @ 8,250rpm
Maximum torque 460Nm @ 6,250rpm
Maximum power 500hp @ 8,250rpm
Maximum torque 460Nm @ 6,000rpm
Maximum power
Maximum torque
700hp @ 7,000rpm
750Nm @ 2,500-
Exclusive Edition Compression ratio
Maximum power
9.8:1
607hp
4,000rpm 4,000rpm 0-62mph 3.8s 0-62mph 3.9s (manual) 4,500rpm The work of Porsche’s Maximum torque 750Nm @ 2,250-
0-62mph 3.1s 0-62mph 2.9s Top speed 201mph Top speed 199mph 0-62mph 2.8s Exclusive department, 4,000rpm
Top speed 211mph 0-62mph 2.9s
Top speed 199mph Top speed 205mph Length 4,532mm Length 4,562mm
Length 4,549
with extensive use of Top speed 205mph
Length 4,507mm Length 4,507mm Width 1,852mm Width 1,852mm
Width 1,880mm Width 1,880mm Weight 1,370kg Weight 1,413kg (manual) Width 1,880mm carbon on the bonnet, Length 4,507mm
Weight 1,595kg Weight 1,600kg Wheels & tyres Wheels & tyres Weight 1,470kg roof and side skirts. Power Width 1,880mm
F 9x20-inch; 245/35/ZR20 F 9x20-inch; 245/35/ZR20 Wheels & tyres Weight 1,670kg
Wheels & tyres
F 9x20-inch; 245/35/ZR20
Wheels & tyres
F 9x20-inch; 245/35/ZR20 R 12x20-inch; 305/30/ZR20 R 12x20-inch; 305/30/ZR20 F 9.5x20-inch; 265/35/ZR20 is hiked to 607hp, Turbo Wheels & tyres F 9x20-inch; 245/35/ZR20
R 11.5x20-inch; 305/30/ZR20 R 11.5x20-inch; 305/30/ZR20 R 12.5x21-inch; 325/30/ZR21 Aerokit standard. R 11.5x20-inch; 305/30/ZR20

991 Carrera T 2018 991.2 GT3 RS 2018-19 991 Speedster 2019 992 Carrera S 2019- 992 Carrera 4S 2019- 992 Carrera 2020- 992 Carrera 4 2020-

Purist take on the 991.2 Carrera Latest GT3 RS gets GT3 facelift Limited-edition special from All-new eighth generation of As with the 992 Carrera S, The base 992 was revealed Same spec as the 992 Carrera,
with 20kg of weight saved but with NACA ducts and Flacht to mark 70 years of 911 carries over 9A2 engine but with active all-wheel drive some nine months after the albeit with variable torque sent to
and regearing of seven-speed suspension from GT2 RS. 20hp Porsche. Engine taken directly from 991.2, though all cars are providing variable torque to the S. Visually different to the C2S the front wheels in an improved
manual gearbox. Same 370hp increase over Gen1, with chassis from 991.2 GT3 with its six- now wide bodied with subtle front axle. Identifiable by silver thanks to smaller wheels and multi-plate clutch AWD PTM
engine as Carrera, PDK optional. and aerodynamic revisions. speed manual compulsory. visual tweaks. decklid slats (C2S has black). two single-exit exhaust tips. system over the 991.2.
Production numbers 5,000 Production numbers 100 UK cars (est) Production numbers 1,948 Production numbers In production Production numbers In production Production numbers In production Production numbers In production
Issue featured 162 Issue featured 164 Issue featured 172 Issue featured 174 Issue featured 174 Issue featured 189 Issue featured N/A
Engine capacity 2,981cc Engine capacity 4,000cc Engine capacity 3,996cc Engine capacity 2,981cc Engine capacity 2,981cc Engine capacity 2,981cc Engine capacity 2,981cc
Compression ratio 10.0:1 Compression ratio Unknown Compression ratio 13.3:1 Compression ratio 10.5:1 Compression ratio 10.5:1 Compression ratio 10.2:1 Compression ratio 10.5:1
Maximum power 370hp @ 6,500rpm Maximum power 520hp Maximum power 500hp @ 8,250rpm Maximum power 450hp @ 6,500rpm Maximum power 450hp @ 6,500rpm Maximum power 385hp @ 6,500rpm Maximum power 385hp @ 6,500rpm
Maximum torque 450Nm @ 1,700- Maximum torque 480Nm Maximum torque 460Nm @ 6,000rpm Maximum torque 530Nm @ 2-5,000rpm Maximum torque 530Nm @ 2-5,000rpm Maximum torque 450Nm @ 1,900- Maximum torque 450Nm @ 1,950-
5,000rpm 0-62mph 3.2s 0-62mph 3.9s 0-62mph 3.5s 0-62mph 3.4s 5,000rpm 5,000rpm
0-62mph 4.1s Top speed 193mph Top speed 199mph Top speed 191mph Top speed 190mph 0-62mph 4.0s 0-62mph 4.0s
Top speed 183mph Length 4,549mm Length 4,562mm Length 4,519mm Length 4,519mm Top speed 182mph Top speed 180mph
Length 4,499mm Width 1,880mm Width 1,852mm Width 1,852mm Width 1,852mm Length 4,519mm Length 4,519mm
Width 1,808mm Weight 1,420kg Weight Unknown Weight 1,515kg Weight 1,565kg Width 1,852mm Width 1,852mm
Weight 1,410kg Wheels & tyres Wheels & tyres Wheels & tyres Wheels & tyres Weight 1,505kg Weight 1,555kg
Wheels & tyres F 8.5x19-inch; 245/40/ F 9.5x20-inch; 265/35/ZR20 F 9x20-inch; 245/35/ZR20 F 8.5x20-inch; 245/35/ZR20 F 8.5x20-inch; 245/35/ZR20 Wheels & tyres F 8.5x19-inch; 235/40/ Wheels & tyres F 8.5x19-inch; 235/40/
ZR19 R 11.5x19-inch; 295/35/ZR19 R 12.5x21-inch; 325/30/ZR21 R 12x12-inch; 305/30/ZR20 R11.5x21-inch; 305/30/ZR21 R11.5x21-inch; 305/30/ZR21 ZR19 R 11.5x20-inch; 295/35/ZR20 ZR19 R 11.5x20-inch; 295/35/ZR20

992 C4 GTS 2021- 992 GT3 2021- GT3 RS 2022- 992 Carrera T 2022- 992 Sport Classic 2022-

As with 992 C2 GTS, albeit with New swan neck wing design, 992 GT3-based albeit with KERS More focused and lighter A unique setup of manual,
AWD system and therefore double wishbone front axle and system used for the first time on version of the base Carrera, with RWD, Turbo. The second of four
a 50kg weight penalty. Rear GT3 R diffuser. 50 per cent more a Porsche road car, adjustable manual gearbox, PASM Sports Heritage Design Edition cars from
decklid features grey slats downforce over 991.2 GT3, sub damping and a large, central suspension, sports exhaust, PTV Porsche Exclusive, considered
instead of black. seven-minute ‘Ring time. radiator in the front boot. and Chrono package. a softer GT2-style 911.
Production numbers Unknown Production numbers Unknown Production numbers Unknown Production numbers Unknown Production numbers 1,250 Production numbers 2,500
Issue featured
Engine capacity
n/a
2,981cc
Issue featured
Engine capacity
199
3,996cc
Issue featured
Engine capacity
224
3,996cc
Issue featured
Engine capacity
n/a
2,981cc
Issue featured
Engine capacity
231
3,745cc 992 Dakar Issue featured
Engine capacity
228
2,981cc
Compression ratio
Maximum power
10.0:1
480hp @ 6,500rpm
Compression ratio
Maximum power
13.3:1
510hp @ 8,400rpm
Compression ratio
Maximum power
13.3:1
525PS @ 8,500rpm
Compression ratio
Maximum power
10.0:1
385hp @ 6,500rpm
Compression ratio
Maximum power
8.7:1
550hp @ 6,750rpm
2023 Compression ratio
Maximum power
10.2:1
480hp @ 6,500rpm
Maximum torque 570Nm @ 2-5,000rpm Maximum torque 470Nm @ 6,100rpm Maximum torque 465Nm @ 6,300rpm Maximum torque 450Nm @ 5000rpm Maximum torque 600Nm @2,000-
Special edition 911 built Maximum torque 570Nm @ 2,300-
0-62mph 3.3s (PDK) 0-62mph 3.4s 0-60mph 3.2s 0-62mph 4.5s (manual) 6,000rpm for off-road use. GTS 5,000rpm
Top speed 192mph Top speed 199mph Top speed 184mph Top speed 182mph 0-62mph 4.1s engine with bespoke, 0-62mph 3.4s
Length 4,533mm Length 4,573mm Length 4,572mm Length 4,519mm Top speed 196mph Top speed 149mph
Width 1,852mm Width 1,852mm Width 2,027mm Width 1,852mm Length 4,535mm
raised chassis, roof Length 4,530mm
Weight 1,560kg Weight 1,418kg (manual) Weight 1,450kg Weight 1,470kg (manual) Width 1,900mm bars & all-terrain tyres. Width 1,864mm
Wheels & tyres Wheels & tyres Wheels & Tyres Wheels & tyres Weight 1,570kg Features Off-road and Weight 1,605kg
F 8.5x20-inch; 245/35/ZR20 F 9.5x20-inch; 255/35/ZR20 F 10x20-inch; 275/30/ZR20 F 8.5x20-inch; 245/35/ZR20 Wheels & Tyres F 8.5x20-inch; 255/35/ Wheels & Tyres
R 11.5x21-inch; 305/30/ZR21 R 12x21-inch; 315/30/ZR21 R 13x21-inch; 335/30/ZR21 R 11.5x21-inch; 305/30/ZR21 ZR20 R 11.5x21-inch; 315/30/ZR21
Rallye traction modes. F 245/45/VR19 R 295/40/VR20
Issue 243 in shops and available for download from 28 Apr

BRIAN
REDMAN
The legendary former works driver
talks to Total 911 about the highs
and lows of his remarkable career

TESTING A BUYING SHARK WERKS

DAKAR 996?! A 997 GT3 ON TOUR
Driving the lifted KALMAR RS-6 What to look for when purchasing First look at Shark Werks’ brilliant
in its natural habitat the last Mezger-engined GT3 new 997 GT3 Touring creation

*Contents may be subject to change

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