CLASSIC CAR REVIEWS - PORSCHE 911 930 SC

The 911 is a serious sports car, and it’s hard to believe the model has just celebrated its half century. With this sort of history, driving one is just the special experience you might imagine, one dominated by that air-cooled engine slung out back. 
It makes a terrific noise under hard acceleration that encourages you to push harder, something that’s easy to do with the power on offer. And if 180bhp doesn’t sound like much in this day and age, it is still enough to shove the coupé to 60mph in around 6.5secs – later 204bhp cars would crack 6sec. 
But it’s not just about speed of course as there is also the famed 911 handling to master, and learning to get the best out of one of these cars is all part of the experience. The reputation isn’t great and a downhill corner taken at speed – especially in the wet – could well result in a tricky moment, but plenty of owners reckon that reputation is unfair. 
Taking a ‘slow in/fast out’ approach to cornering works best, but in the dry the traction endowed on the 911 by that rear-engine layout is undeniably impressive. So too is the steering, which feels alive in your hands as you thread the compact SC down the road, and with no power assistance to corrupt the feel it’s a very responsive set-up. 
The suspension works well too, the nose gently bobbing up and down courtesy of those torsion bar springs, and the brakes are powerful. The cabin of the SC is classic 911 too, the driver faced by a five-dial instrument pack, rev-counter directly ahead. Okay so there is a somewhat scattergun approach to the minor controls but it’s easy to get used to, and in any case there is plenty else to concentrate on including the quirky floor-hinged pedals. The spindly gear lever looks a touch awkward but actually proves fine to use. With a good driving position and excellent visibility the 911 could just be the perfect everyday sports car.
 

WHAT TO LOOK FOR

1 Despite the galvanized body, 911s of this vintage are susceptible to corrosion and eradicating it can cost a fortune. Careful checking is needed – preferably by a specialist – concentrating on areas such as the front wings (particularly around the headlamp bowls), the sills, and the ‘kidney bowls’ that sit at the rear of the sill behind each door opening. Look closely for any signs of bubbling beneath window rubbers, especially the front and rear screens, and pay particular attention to the B-pillars – a mixture of steel and aluminium means they corrode around the door catches and can be costly to fix. 

2 Check the bumpers are firmly affixed as the mountings rot. You need to check the floor pan thoroughly including within the front luggage compartment as water ingress might have allowed rot to take hold. Only ‘Sport’ models had a rear spoiler fitted as standard, so ensure aftermarket additions are fitted properly.

3 The characterful flat-six engine is tough, but only if it’s been maintained correctly. Neglect will play havoc with reliability (and with your bank account) so check carefully for excessive exhaust smoke, signs of low oil pressure, or major oil leaks – minor weeps are common and usually nothing to worry about. Timing chain tensioners are a weak spot and failure will destroy the interference engine, so ask when they were last changed, and what quality of parts were used. Cylinder heads can suffer from broken studs which aren’t always obvious so check around the join between head and cylinder barrel for signs of air or oil leakage. Poor running could be down to issues with the Bosch injection
system, which may need specialist attention to sort. A loose fuel pump relay in the front luggage compartment can cause sporadic cutting out. Various revisions saw the 180bhp output of early cars raised to 204bhp by the end of production.

4 The SC was fitted with the ‘915’ gearbox, a source of much debate among 911 drivers and enthusiasts. Don’t ignore one with issues as it won’t be cheap to fix, but the recalcitrant gearchange that many complain of can differ between cars and some adjustment is possible – slow and deliberate ‘changes seem to be key to extracting the best from it. It is worth checking for signs of a tired clutch, as replacement is labour-intensive. Listed as a special option by Porsche, the three-speed ‘Sportomatic’ auto ‘box isn’t especially well-regarded and was dropped after 1979.

5 Suspension is a combination of MacPherson-style struts at the front and semi-trailing arms at the rear, with torsion bar springs at both ends. Worn bushes aside, it’s a sound arrangement that rarely gives trouble. A check of the mountings for corrosion is recommended while brakes and steering should be similarly trouble-free and any car that’s been maintained properly should fine here. Wheels were either ‘cookie-cutter’ ATS rims or the familiar Fuchs items, and both can be refurbished at reasonable cost. Upgrades and modifications to brakes/suspension are fairly common, so ensure you’re happy with the standard of work.

6 It’s worth ensuring the heating system works okay – rotten heat exchangers are the bugbear here – and likewise the optional air-conditioning if fitted (repair costs may have deterred previous owners).

7 The SC was the first full convertible 911, so needless to say you’ll need to check the condition of the hood and its frame. Also popular was the ‘Targa’ model – a name trademarked by Porsche – with its lift-out roof panel. Check the condition of the roof seals on both models and ensure water leaks haven’t damaged trim or begun to cause corrosio

Forget any thoughts that the SC is a poor-man’s 3.2 Carrera. Values are rising rapidly, and being one of the lighter and purer of the breed is proving popular with owners and specialists alike. They are certainly being appreciated more and if prices are yet to overtake the 3.2, then they aren’t far behind. Restoration costs can be eye-watering so buying a good one to begin with is advisable. Most have been rebuilt by now, but factor this in if this isn’t the case.
 

VITAL STATISTICS

Engine 2994cc/6-cyl/SOHC
Power 180bhp@5500rpm
Torque 188lb ft @4200
Top Speed 141mph
0-60mph 6.5sec  
Economy 21mpg
GEARBO 5-spd man/3-spd auto

Weights & measures
Height 1320mm (52in)
Width 1626mm (64.1in)
Length 4291mm (169.1in) 
Wheelbase 2272mm (89.5in) 
KERB WEIGHT 1160kg (2557lb)

OUR VERDICT 

Buy a 911 and you’ll own one of the world’s finest sports cars. The SC is a great example of the breed with all the classic design cues and strong performance, but caution is needed. A bad one will be a money pit – a good one however will be an absolute joy.

PORSCHE 911 CARRERA REVIEW

The last of the classic-era 911s is also arguably the best buy, but be wary.

The 911 Carrera 3.2 was launched in 1984 to replace the 911 SC. Most changes in what was a gentle evolution focused on the rear-mounted, six-cylinder engine. A rise in size to 3164cc was good but the major news was Bosch Motronic engine management. Later 911s do carry a bit more weight than earlier cars, but have a fair dose more grunt. You could specify a big rear wing, brakes and suspension of the Turbo for the Turbo-look. 

---

VITAL STATISTICS

Porsche 911 3.2 Carrera 

Engine                                    3164cc/flat-6/DOHC

Power (bhp@rpm)                  231bhp@5900rpm

Torque (lb ft@rpm)                 209lb ft@4800rpm

Top speed                                151mph

0-60mph                                   5.5sec 

Consumption                            22-25mpg

Gearbox                                    5-speed manual

---

WHAT TO LOOK FOR

BODYWORK & CHASSIS
 

Don’t let talk of galvanised bodies distract you. These 911s can – and do – rust. Accident damage is also an issue as not everyone respected the handling quite as much as they should. Be very wary of any suspect panel gaps and check for repairs that aren’t up to scratch. A blow-over can quickly make even a rough 911 appear smart at first glance. Rot can strike in the front wings around the headlamps and the trailing edge, but you really need to get underneath to check around the rear suspension mounts and inner wings. If you see any sign of bubbling just ahead of the rear wheels, above the sill line, expect significant rot. Also check the ‘kidneys’ – the panelwork to the rear of the door-shut. Rot here can be terminal, so ensure they are both solid.

ENGINE

These engines are tough, with the hydraulic timing chain tensioner a huge improvement over earlier models. However, 911s often cover huge distances, so check the service history to see if the recorded mileage can be verified. Any clattering from the engine is bad news and suggests a top end rebuild is likely to be required. Watch for blue smoke too, as cylinders can wear, especially if lots of short journeys have been undertaken. Check the service history for work carried out as well as stamps. Recent engine work is always a bonus.

Until 1987, the 915 gearbox was used. This can be very clunky in first and second, especially when cold. The later G50 gearbox is considered an improvement – spot it by reverse gear being next to first. It came with a hydraulic clutch too, so the pedal should be lighter. Once warm, either gearbox should allow quick, crunch-free changes.

ELECTRICS

The top-model 300SE and 300SEL had air suspension, which was high-tech stuff for the early 1960s. The ride it gives is quite remarkable, but problems can be very expensive indeed to fix, and parts are not plentiful. Buy an air-sprung Fintail with your eyes wide open, and have the phone numbers of a specialist and your bank manager close at hand.

RUNNING GEAR

The brakes should naturally haul the car to a quick halt with the minimum of fuss. The torsion bar suspension has little to go wrong, but worn dampers can make a 911 feel skittish and tired bushes can lead to clonking and vagueness. People are sometimes tempted to modify the height. They shouldn’t. The steering should be accurate and entirely free of play. Inspect the tyres. You want deep tread, not worn out rubber by a different manufacturer on each corner.

INTERIOR

Ventilation is a weak point, so make sure the air conditioning is working if fitted. Assume it isn’t working if told it has been disconnected. Check the electric windows too and make sure the heater can be turned on/off. Damage to the seats is rare as they are hard wearing, but that and wear on the steering wheel and pedal rubbers can be used to help gauge whether the recorded mileage is genuine.

---

OUR VERDICT

There is surely no better entry into 911 ownership than the 3.2 Carrera. It’s the final evolution of the original, tracing its roots right back to 1966. The 964 that replaced it was substantially different. So, if you want the classic Porsche experience, the 3.2 is a less expensive option to consider.  

PORSCHE 911 930 TURBO REVIEW

By 1975 the Porsche 911 had already been in the public eye for 12 years, in production models and also the racetrack, spearheaded by the top of the range Carrera RS models of 1974. But it wasn’t until then that the venerable 911 gained the power to truly exploit its sublime design. Early RSR prototypes had experimented with turbocharging in 1974, and it was this research work that paved the way for the introduction of one of the most famous 911 models of all time the Porsche 911 Turbo (aka the 930).

Unlike previous models, the 911 Turbo was given the bodywork to suit its power output, early models sporting the infamous ‘whale tail’ rear spoiler, brought in to help tame the 911’s twitchy handling by increasing downforce over the rear driving wheels and wider arches to accommodate fatter tyres. It helped achieve this, and also made it one of the most iconic designs to ever grace a bedroom wall. Later cars would be given an intercooler, which was located in the spoiler to maximise cooling – often mistaken to be the radiator by the layman.

The first cars were fitted with a 3-litre flat-six engine that produced an impressive 260bhp – a 50bhp improvement over the 2.7 RS. The huge turbocharger did wonders for power output, but it wasn’t without its foibles, early cars being famed for their horrendous turbo lag. Keep this in mind when considering which 911 is right for you.

By 1978 the model had evolved. An increase in engine capacity to 3.3-litres combined with the new spoiler-mounted intercooler squeezed a further 40bhp from the engine, peak power coming in somewhere around the 300bhp mark. This gave the 911 Turbo truly legendary performance, and its homologation into the FIA Group 4 competition allowed Porsche to showcase it on the racetrack.

Amongst other prestigious competitions, the Turbo was entered into the renowned 24 Heurs de Le Mans, where it had some memorable battles with the BMW 3.0 CSL ‘Batmobile’.

While values of 911 Turbos are on the up, the investor’s choice is the ‘Flachbau’ or ‘slant nose’, which was an option available through Porsche’s special order scheme. Rather than the normal 911 front, each Flachbau was reworked by hand to include a more aerodynamic wedge shape. An expensive option when new, these cars are now highly sought after. A performance kit was also added to these prestigious models, upping power to 330bhp. This was achieved with the addition of a 4-branch exhaust system, modified rockers and a beefy intercooler.

PORSCHE 911 964 REVIEW

When the Porsche 911 964 Carrera appeared in 1989, it was touted to be three-quarters brand-new. Originally only available with four-wheel drive, a rear-wheel drive variant was added in 1989. Coupe, Targa and cabriolet versions were available. The engine was a new 3.6-litre flat six, and the suspension was comprehensively overhauled over the long-lived 930. Not only did the car have dampers and coil springs, but power steering and ABS were now standard fitments. The rear spoiler raised automatically above 50mph, which gave speeding owners no excuses when caught by the then-new speed camera network. This era of 911 heralded the first use of tiptronic (semi-automatic) gearboxes.

1992 saw the release of the Carrera RS, which featured lightweight construction methods and 260bhp. It featured stiffer springs, limited slip differential and a close ratio gearbox.  Later, a turbo-bodied version called the RSR appeared, pushing out 300bhp thanks to a 3.8-litre engine.

The 964 Turbo didn’t appear until 1990 and used the 3.3-litre engine from the 930 but with tweaks to avoid turbo lag and add power. This all added up to 320bhp. The Turbo S of 1992 added a further 56bhp and lowered suspension, and a somewhat minimalist aesthetic to its interior.

In 1993 the Turbo started using the Carrera’s 3.6-litre engine, which yielded 360bhp. In 1994, the last remaining Turbo bodies were made available with ‘Flachbau’ slant-nose bodywork or normal bodies; these were sold as the Turbo 3.6S. A cabriolet version of the Turbo was made available in 1992.  A limited edition Speedster version appeared in 1989 and 1994. The 1989 car shares its underpinnings with the 930, but the 1994 car is based on the 964 Carrera and RSR

PORSCHE 911 996 REVIEW

By 1993 the Porsche 911 formula was well and truly tried and tested, so it came as no surprise that the brand new 911 993 looked very much like its predecessors. Though most elements were the same (rear-wheel drive, rear-mounted air-cooled flat six), there was also a great deal that was different. The bodywork was completely changed for a start. Though it looked like the 964 from a distance, trained eyes are drawn to the much fatter rear wheel arches, teardrop mirrors and the retractable rear wing, penned by Englishman Toni Hatter. The bumpers were also smoothed off, as was the style at the time. Despite the subtle external changes, the roof panels and doors were kept the same, showing the close similarity with earlier models.
The styling changes weren’t all for show though. The wider rear arches, aggressively cool as they were, were actually a requirement due to the new all-alloy subframe, complete with alloy suspension arms. This modification helped to increase high-speed stability, and the new suspension did much to address the 911’s tendency for oversteer – a well-noted problem on previous iterations of the model.
The changes went deeper still, with the 993 being the first production Porsche to be fitted with a 6-speed manual gearbox. A Tiptronic option was also available, the slick 4-speed transmission capable of smooth and quick shifts – definitely worth considering if you do a lot of driving in the city. Changes were also made to the optional 4-wheel drive system that was available with the 964. The new system did away with one of the three differentials, replacing it with a viscous coupling system that reduced weight and improved handling characteristics.
While the 911’s trademark flat-six engine stayed at the same capacity at the 964, its 3.6-litres now translated to 272bhp, largely due to an improved management system and better exhaust. However, the cream of the crop was the RS version. As with previous iterations, the engine was bored-out over the capacity of the standard model, this time to 3.8-litre. This was enough for Porsche to tease out 300bhp.
The most powerful production 911 of this era, however, was again the 911 Turbo, only this time it put out over 400bhp. Not only did it offer staggering performance, it was the first production Porsche to feature a twin-turbocharged engine, and was also the first 911 Turbo to be fitted with permanent four-wheel drive.
The 993 was a special car not only for its looks and performance, but for what it represented the end of an era. The 993 was to be the last air-cooled Porsche to ever be made, bringing to a close a chapter of motoring that is looked back on with great fondness for sports car fans. As the last ‘true’ 911, the 993 is valued strongly, with the Turbo version being top of the pile. A decent example will set you back upwards of £30,000, with the sky being the limit for especially low mileage examples. Though reliable, we would advise you to get a specialist to check over any potential purchase. Engine rebuild costs can be hugely expensive.

VITAL STATISTICS 
ENGINE 3600cc/6-cyl/DOHC
POWER 281bhp@6100rpm
TORQUE 252lb ft@5250rpm
TOP SPEED 171mph
0-60MPH 5.4secs
ECONOMY 24mpg
GEARBOX 6-speed manual

ROAD TEST
It's the brilliance of the steering that really defines this car. It didn't promise much initially, feeling distant and unresponsive at the off. But up the ante, and really drive this 993-generation Porsche 911, it wakes up, and you begin to feel at one with the car as it settles into its comfort zone. But then the 911 is a car of contrasts - and has been in each successive generation.
These mixed messages start with the interior. It's easy to be less than impressed at first acquaintance. The Spartan dashboard comprises an oval bank of instruments, a radio (in front of the passenger) and that's about it. The pedals feel offset towards the centre of the car - much like the steering wheel, and once you've adopted the necessary seating position, you wrestle with the vast turning circle, rubbery steering and those broad hips, which make placing it tough in tight spaces.
On the plus side, it's beautifully-trimmed, and while headroom is at a premium, there's plenty of wiggle-room for your elbows and ample legroom for the driver. But 911 veterans know that the urban grind is not for these cars; what you need is a winding A-road, is its natural hunting ground.
Point it at a flowing ribbon of tarmac, squeeze the throttle, and that rasping flat-six begins to sing. It's then you find that controls have been set-up perfectly for the driver in a hurry - almost as if Porsche had applied more than 30 years of development to get you down this road as quickly as possible.
It's not quite perfect, though. The floor-hinged throttle is lower than the brake, making heel-and-toe shifts near-impossible, save under hard braking. Otherwise it gels supremely well.
As familiarity mounts, you learn to confidently place it, inch-perfect, on the road. The lack of headroom feeling like a race helmet rather than a roof.
The oft-debated position of the engine, isn't as mad as some would have you believe. Having all that weight at the back means the nose is lighter, more delicate and easier to point. Treat it with respect and factor in some common sense, and the 993 is far from being a widow-maker.
Once you master the correct technique, and get the most from the 993, it comes together and truly begins to make sense. Any reservations simply melt away. And you begin to see the 911's seemingly glacial evolution for what it is: not a result of a lack of imagination, but a classic sports car that has undergone relentless improvements over the decades.
The 993 is, in short, the pinnacle of Porsche's air-cooled development. It's exciting, visceral and an all-time classic. In a very real sense, it could well be the greatest Porsche 911 of the lot. 
 
WHAT TO LOOK FOR
Produced from 1998 to 2005, the Porsche 911 996 carried on the 911 dynasty that started ruling in 1963 – but it did things slightly differently. 1998 marked the end of the air-cooled era, and the 996 was the first 911 to feature an engine that was liquid-cooled. Despite this change, continuity was the order of the day in other areas. Styling, in particular, stayed true to Porsche’s tried and tested formula – if it ain’t broke, don’t fix it. Subtle cues were added as a nod to modernity though, most notably the larger headlights. The oval headlamps of previous models had been a trademark of the brand since the 60s, but by the mid 90s were looking decidedly dated.
 
While it was outwardly very similar to previous 911s, the 996 was in fact the first 911 not to use any significant components from the previous model – largely due to the new water-cooled engine. Some things never change, though, and the car still had its engine at the back, and it was still a flat-six. In naturally aspirated guise it produced a handy 296bhp.
 
After two years of strong sales Porsche introduced the eagerly anticipated Turbo model, which, following the trend set by the 993, featured a twin-turbocharged engine – this time 3.6-litres. The performance figures were impressive 420bhp and a 0-60mph time of 4.2 seconds. If this wasn’t enough raw power there was even a ‘X50’ option that became available in 2002, using larger turbochargers and a revised management system it produced a whopping 450bhp. These cars are still highly prized among enthusiasts, though they share performance stats with the Turbo S, which arrived in 2005.
 
Far and away the most desirable models of the range are the fabled GT2 and GT3 variants – lightweight pseudo-racers based on the 996 platform. The GT2 was the most powerful version, offering a staggering 489bhp. All this power was channeled through the rear wheels, as the GT2 class of racing mandated rear-wheel drive only. It was light as well, being essentially a stripped-out Carrera 4S. Both GT2 and GT3 were offered with much stiffer suspension and no creature comforts in order to save weight. Six-speed manual transmissions were the order of the day; these were essentially race cars for the road, after all.

PORSCHE 217 REVIEW

< All Porsche Reviews

By 1993 the Porsche 911 formula was well and truly tried and tested, so it came as no surprise that the brand new 911 993 looked very much like its predecessors. Though most elements were the same (rear-wheel drive, rear-mounted air-cooled flat six), there was also a great deal that was different. The bodywork was completely changed for a start. Though it looked like the 964 from a distance, trained eyes are drawn to the much fatter rear wheel arches, teardrop mirrors and the retractable rear wing, penned by Englishman Toni Hatter. The bumpers were also smoothed off, as was the style at the time. Despite the subtle external changes, the roof panels and doors were kept the same, showing the close similarity with earlier models.

The styling changes weren’t all for show though. The wider rear arches, aggressively cool as they were, were actually a requirement due to the new all-alloy subframe, complete with alloy suspension arms. This modification helped to increase high-speed stability, and the new suspension did much to address the 911’s tendency for oversteer – a well-noted problem on previous iterations of the model.

The changes went deeper still, with the 993 being the first production Porsche to be fitted with a 6-speed manual gearbox. A Tiptronic option was also available, the slick 4-speed transmission capable of smooth and quick shifts – definitely worth considering if you do a lot of driving in the city. Changes were also made to the optional 4-wheel drive system that was available with the 964. The new system did away with one of the three differentials, replacing it with a viscous coupling system that reduced weight and improved handling characteristics.

While the 911’s trademark flat-six engine stayed at the same capacity at the 964, its 3.6-litres now translated to 272bhp, largely due to an improved management system and better exhaust. However, the cream of the crop was the RS version. As with previous iterations, the engine was bored-out over the capacity of the standard model, this time to 3.8-litre. This was enough for Porsche to tease out 300bhp.

The most powerful production 911 of this era, however, was again the 911 Turbo, only this time it put out over 400bhp. Not only did it offer staggering performance, it was the first production Porsche to feature a twin-turbocharged engine, and was also the first 911 Turbo to be fitted with permanent four-wheel drive.

The 993 was a special car not only for its looks and performance, but for what it represented the end of an era. The 993 was to be the last air-cooled Porsche to ever be made, bringing to a close a chapter of motoring that is looked back on with great fondness for sports car fans. As the last ‘true’ 911, the 993 is valued strongly, with the Turbo version being top of the pile. A decent example will set you back upwards of £30,000, with the sky being the limit for especially low mileage examples. Though reliable, we would advise you to get a specialist to check over any potential purchase. Engine rebuild costs can be hugely expensive.
 

VITAL STATISTICS 

ENGINE 3600cc/6-cyl/DOHC
POWER 281bhp@6100rpm
TORQUE 252lb ft@5250rpm
TOP SPEED 171mph
0-60MPH 5.4secs
ECONOMY 24mpg
GEARBOX 6-speed manual

 

ROAD TEST

It's the brilliance of the steering that really defines this car. It didn't promise much initially, feeling distant and unresponsive at the off. But up the ante, and really drive this 993-generation Porsche 911, it wakes up, and you begin to feel at one with the car as it settles into its comfort zone. But then the 911 is a car of contrasts - and has been in each successive generation.

These mixed messages start with the interior. It's easy to be less than impressed at first acquaintance. The Spartan dashboard comprises an oval bank of instruments, a radio (in front of the passenger) and that's about it. The pedals feel offset towards the centre of the car - much like the steering wheel, and once you've adopted the necessary seating position, you wrestle with the vast turning circle, rubbery steering and those broad hips, which make placing it tough in tight spaces.

On the plus side, it's beautifully-trimmed, and while headroom is at a premium, there's plenty of wiggle-room for your elbows and ample legroom for the driver. But 911 veterans know that the urban grind is not for these cars; teh opne, winding A-road, is its natural hunting ground.

Point it at a flowing ribbon of tarmac, squeeze the throttle, and that rasping flat-six begins to sing. It's then you find that controls have been set-up prefectly for the driver in a hurry - almost as if Porsche had applied more than 30 yearsof development to get you down this road as quickly as possible.

It's not quite perfect, though. The floor-hinged throttle is lower than the brake, making heel-and-toe shifts near-impossible, save under hard braking. Otherwise it gels supremely well.

As familiarity mounts, you learn to confidently place it, inch-perfect, on the road. The lack of headroom feeling like a race helmet rather than a roof.

The oft-debated position of the engine, isn't as mad as some would have you believe. Having all that weight at the back means the nose is lighter, more delicate and easier to point. Treat it with respect and factor in some common sense, and the 993 is far from being a widow-maker.

Once you master the correct technique, and get the most from the 993, it comes together and truly begins to make sense. Any reservations simply melt away. And you begin to see the 911's seemingly glacial evolution for what it is: not a result of a lack of imagination, but a classic sports car that has undergone relentless improvements over the decades.

The 993 is, in short, the pinnacle of Porsche's air-cooled development. It's exciting, visceral and an all-time classic. In a very real sense, it could well be the greatest Porsche 911 of the lotCopy the 

PORSCHE 911 S REVIEW

< All Porsche Reviews

The original Porsche 911 was first shown to the world in 1963 and marveled crowds with its sleek aerodynamic shape and rear-engined rear-wheel drive layout, similar to the much less sporty Porsche 356, which ended production in the same year. The earliest versions were fitted with a 2-litre 128bhp boxer engine, but by 1966 (a year after the 911 landed on US shores) customers were calling for more power.
 
Porsche answered with the introduction of the Porsche 911S model, which featured a 158bhp flat-six engine married to stylish Fuchs alloys. By 1967 the range was expanded to include a Targa model, which offered open top 911 driving for the first time. Rather than being a full convertible, the Targa was fitted with a hefty roll bar, a design addition that was kept largely due to oppressive US safety regulations.
 
The Neunelfer (as it became known in Germany) proved to be a huge sales success for Porsche, but it wasn’t until 1973 that the greatest 911 of them all came on the scene – the 911 Carrera RS, or Rennsport (race sport). It was the first time that the Carrera name had been used since the 356 went out of production, and was chosen to commemorate Porsche class victories in the Carrera Panamericana races, held in Mexico in the 1950s. Built to homologate the model for competition, the 911 RS utilised a 2.7-litre flat-six engine that was capable of producing 210bhp, with a Sport Lightweight version weighing a paltry 975kg thanks to thinner glass and steel over the standard Touring model. Overall, 1580 were made, smashing the 500-unit requirement to homologate the model for participation in the FIA Group 4 class.
 
A year later in 1974 Porsche introduced the 911 Carrera RS 3.0, a larger capacity fuel-injected model that upped power to around 230bhp, though still sharing a similar chassis to the 2.7 RS. Once again, the lightest materials were used, enabling the German firm to reduce the car’s shipping weight to only 900kg. The RS 3.0 proved to be a very capable sports car and scored a number of important victories on the racetrack throughout the 1970s. This model also formed the basis for the 911 RSR Turbo, which represented one of Porsche’s first forays into turbocharging – a route that would bring the tremendous success in future years, forming the basis of later performance 911 models. 
 
As a general rule of thumb, the earlier the 911, the more collectable it will be – though the 2.7 RS model is the daddy of them all, with the prototype selling for $480,000 in 2008.
 
The main danger when buying one of these excellent sports cars is fakes – or ‘evocations’ as they’ve become known in the market place. Though practically indistinguishable from the real deal, these cars are worth considerably less and can be picked up for around £25,000.
 
Our advice? Invest in a lower powered 911T and watch its value slowly rise in line with the halo models. They’re still a barrel of laughs and will become much more valuable in years to come as the market becomes saturated with replica RS’.
 

VITAL STATISTICS

ENGINE 1991cc/6-cyl/SOHC
POWER 130bhp@6100rpm
TORQUE 128lb ft@4200rpm
TOP SPEED 131mph
0-60MPH 8.3secs
ECONOMY 27mpg
GEARBOX 5-speed manual
 

WHAT TO LOOK FOR

BODYWORK

Don’t let talk of galvanised bodies distract you. These 911s can – and do – rust. Accident damage is also an issue as not everyone respected the handling quite as much as they should. Be very wary of any suspect panel gaps and check for repairs that aren’t up to scratch. A blow-over can quickly make even a rough 911 appear smart at first glance. Rot can strike in the front wings around the headlamps and the trailing edge, but you really need to get underneath to check around the rear suspension mounts and inner wings. If you see any sign of bubbling just ahead of the rear wheels, above the sill line, expect significant rot. Also check the ‘kidneys’ – the panelwork to the rear of the door-shut. Rot here can be terminal, so ensure they are both solid.

ENGINE 

These engines are tough, with the hydraulic timing chain tensioner a huge improvement over earlier models. However, 911s often cover huge distances, so check the service history to see if the recorded mileage can be verified. Any clattering from the engine is bad news and suggests a top end rebuild is likely to be required. Watch for blue smoke too, as cylinders can wear, especially if lots of short journeys have been undertaken. Check the service history for work carried out as well as stamps. Recent engine work is always a bonus.

Until 1987, the 915 gearbox was used. This can be very clunky in first and second, especially when cold. The later G50 gearbox is considered an improvement – spot it by reverse gear being next to first. It came with a hydraulic clutch too, so the pedal should be lighter. Once warm, either gearbox should allow quick, crunch-free changes.

RUNNING GEAR 

The brakes should naturally haul the car to a quick halt with the minimum of fuss. The torsion bar suspension has little to go wrong, but worn dampers can make a 911 feel skittish and tired bushes can lead to clonking and vagueness. People are sometimes tempted to modify the height. They shouldn’t. The steering should be accurate and entirely free of play. Inspect the tyres. You want deep tread, not worn out rubber by a different manufacturer on each corner.

INTERIOR AND ELECTRICS

Ventilation is a weak point, so make sure the air conditioning is working if fitted. Assume it isn’t working if told it has been disconnected. Check the electric windows too and make sure the heater can be turned on/off. Damage to the seats is rare as they are hard wearing, but that and wear on the steering wheel and pedal rubbers can be used to help gauge whether the recorded mileage is genuine.
 

EXPECT TO PAY

Project £8000
Usable £12,000
Excellent £18,000
Concours £25,000

OUR VERDICT

There is surely no better entry into 911 ownership than the 3.2 Carrera. It’s the final evolution of the original, tracing its roots right back to 1966. The 964 that replaced it was substantially different. So, if you want the classic Porsche experience, the 3.2 is a less expensive option to consider.

PORSCHE 911 (993) REVIEW

< All Porsche Reviews

As the last of the air-cooled 911s, the 993 is a special model for many fans

Classic Porsche 911 993 Review

The Porsche 993’s cabin is a fine place to be, with the traditional five-dial instrument pack (dominated by the rev counter) and a less scattergun approach to the positioning of the switches and minor controls than on previous models. The plush interior is also beautifully assembled, with a feeling of real quality to all of the materials. 

On the road, the experience is as impressive as you’d expect from this potent car. Even if things are a bit more civilised than with earlier incarnations, you know straight away that you’re piloting one of the finest sports cars around. The noise of the air-cooled engine may have been muted slightly, but it’ll still raise the hairs on the back of your neck at full chat. And all this is accompanied by delightfully accurate power-assisted steering, powerful brakes and a real feeling of security from the multi-link rear suspension. It still demands a degree of respect, but make no mistake, the 993 is a proper 911.

VITAL STATISTICS

Porsche 911 (993) C2

Engine                                    3600cc/6-cyl/SOHC

Power (bhp@rpm)                  272bhp@6100rpm

Torque (lb ft@rpm)                 252lb ft@5000rpm

Top speed                                160mph

0-60mph                                   5.2sec

Consumption                            25mpg

Gearbox                                    6-spd man/4-spd auto

WHAT TO LOOK FOR

BODYWORK & CHASSIS
 

You should be aware that 911s are popular track day machines, so be sure to scrutinise the car and its history for any signs of previous accident repair. Lift the carpet in the front luggage compartment and check for evidence of new panels or for any tell-tale creases in the floor or inner wings, and look out for signs of new welding. Also inspect for damp in the luggage compartment, checking around the battery for corrosion, and make sure the tyre compressor is present.

The galvanised bodyshell resists corrosion well on the whole, but there are a few spots to check. Stone-chipping around the nose and headlamps is common, and make sure there is no bubbling around the front or rear windscreens – poorly fitted replacements can cause rust to develop. Check the panels aft of the wheels for paintwork damage from road debris, and ensure that the bumpers are secure – the mountings have been know to rot. Make sure the electric rear spoiler operates properly (it was fixed on RS and Turbo models), and take a look at the door check-straps – they can pull from their mountings as the doors were heavier than on previous models and a proper repair is pricey.

ENGINE

The 3.6-litre M64 engine is strong, but it needs proper maintenance, so avoid cars that aren’t accompanied by a perfect service history. The M64 is less prone to oil leaks than the later water-cooled engines, but check for signs of leakage all the same; regular oil changes are essential. If it’s not been done already, most engines will be ready for a rebuild around the 80,000-100,000-mile mark – the top end particularly – so budget accordingly. A smoky exhaust should be treated with extreme caution on any model, but pay particular attention on the Turbo – the twin KKK blowers give plenty of power and will have most likely been worked hard in the car’s lifetime. Post-1996 models received the Varioram variable inlet system for increased power and torque.

ELECTRICS

The 993 was available in cabriolet and Targa-roofed forms. On the former, check for hood damage and a cloudy plastic back window. Replacement is costly and non-Porsche items often don’t fit as well. On Targas, ensure the glass roof panels slide as they should, as the electrics can play up.

RUNNING GEAR

The six-speed manual gearbox – designated G50 on C2 models and G64 on 4WD cars – is tough, but prolonged track abuse can eventually take its toll. Make sure the gearshift action is slick and be alert for any whines, weak synchromesh or clutch slippage. The four-speed Tiptronic automatic ‘box wasn’t admired by everyone, but it is reliable on the whole – which is just as well, since replacing one will easily run into thousands of pounds. The 4WD system is generally trouble-free so long as it is maintained properly, but don’t ignore any dashboard warning lights.

BRAKES

The 993 is very sensitive to correct wheel alignment and setting the geometry needs specialist tools – odd handling or uneven tyre wear requires further investigation. A complete suspension refurb can easily cost £3000-4000 and wear isn’t always apparent, so a professional inspection is advisable. Watch for scored and corroded brake discs and check the condition of the Brembo brake calipers; they contain a steel section that can corrode, causing the pads to stick. Ensure the ABS warning light illuminates and extinguishes as it should, too.

INTERIOR

Interior trim materials and build quality is top-notch, so it’s mainly a case of inspecting for wear and tear. Make sure everything works, particularly the electric seat motors, and check for any damp caused by blocked drain-holes or leaking windscreen seals. Air-conditioning was a desirable option when new, so ensure that both it and the heater are working properly – a worn air-con pump or rusty heat exchangers are the main causes of problems.

OUR VERDICT

The 993 is seriously desirable, perhaps more so being the final recipient of the classic air-cooled engine. As with all older 911s, you’ll need to tread carefully if huge expense is to be avoided. Get a specialist inspection if you’re in any doubt about a car’s condition or provenance, but a cherished example of this legendary sports car will be an absolute joy.

PORSCHE 911 3.2 CARRERA REVIEW

< All Porsche Reviews

The last of the classic-era 911s is also arguably the best buy, but be wary. IAN SEABROOK explains

In 1984, prices started at £31,950 for the coupé, £33,450 for the targa and £36,450 for the cabriolet

The 911 Carrera 3.2 was launched in 1984 to replace the 911 SC. Most changes in what was a gentle evolution focused on the rear-mounted, six-cylinder engine. A rise in size to 3164cc was good but the major news was Bosch Motronic engine management. Later 911s do carry a bit more weight than earlier cars, but have a fair dose more grunt. You could specify a big rear wing, brakes and suspension of the Turbo for the Turbo-look. 

VITAL STATISTICS

Porsche 911 3.2 Carrera 

Engine                                    3164cc/flat-6/DOHC

Power (bhp@rpm)                  231bhp@5900rpm

Torque (lb ft@rpm)                 209lb ft@4800rpm

Top speed                                151mph

0-60mph                                  5.5sec 

Consumption                            22-25mpg

Gearbox                                    5-speed manual

WHAT TO LOOK FOR

BODYWORK & CHASSIS
 

Don’t let talk of galvanised bodies distract you. These 911s can – and do – rust. Accident damage is also an issue as not everyone respected the handling quite as much as they should. Be very wary of any suspect panel gaps and check for repairs that aren’t up to scratch. A blow-over can quickly make even a rough 911 appear smart at first glance. Rot can strike in the front wings around the headlamps and the trailing edge, but you really need to get underneath to check around the rear suspension mounts and inner wings. If you see any sign of bubbling just ahead of the rear wheels, above the sill line, expect significant rot. Also check the ‘kidneys’ – the panelwork to the rear of the door-shut. Rot here can be terminal, so ensure they are both solid.

ENGINE

These engines are tough, with the hydraulic timing chain tensioner a huge improvement over earlier models. However, 911s often cover huge distances, so check the service history to see if the recorded mileage can be verified. Any clattering from the engine is bad news and suggests a top end rebuild is likely to be required. Watch for blue smoke too, as cylinders can wear, especially if lots of short journeys have been undertaken. Check the service history for work carried out as well as stamps. Recent engine work is always a bonus.

Until 1987, the 915 gearbox was used. This can be very clunky in first and second, especially when cold. The later G50 gearbox is considered an improvement – spot it by reverse gear being next to first. It came with a hydraulic clutch too, so the pedal should be lighter. Once warm, either gearbox should allow quick, crunch-free changes.

RUNNING GEAR

The brakes should naturally haul the car to a quick halt with the minimum of fuss. The torsion bar suspension has little to go wrong, but worn dampers can make a 911 feel skittish and tired bushes can lead to clonking and vagueness. People are sometimes tempted to modify the height. They shouldn’t. The steering should be accurate and entirely free of play. Inspect the tyres. You want deep tread, not worn out rubber by a different manufacturer on each corner.

INTERIOR

Ventilation is a weak point, so make sure the air conditioning is working if fitted. Assume it isn’t working if told it has been disconnected. Check the electric windows too and make sure the heater can be turned on/off. Damage to the seats is rare as they are hard wearing, but that and wear on the steering wheel and pedal rubbers can be used to help gauge whether the recorded mileage is genuine.

OUR VERDICT

There is surely no better entry into 911 ownership than the 3.2 Carrera. It’s the final evolution of the original, tracing its roots right back to 1966. The 964 that replaced it was substantially different. So, if you want the classic Porsche experience, the 3.2 is a less expensive option to consider

PORSCHE 911 TURBO REVIEW

< All Porsche Reviews

Ignored for years, the turbocharged 996 is the epitome of the usable supercar and remains affordable. Get one before they're out of reach.

Porsche 911 Turbo

The 996 series of 911s has long been considered the most unloved in the Porsche and classic car market, although that's changing.

Trying to get your hands on a 996 GT3, Gen II GT3 or GT3 RS for anything approaching affordable money is all but impossible today. A few years ago, 911 Turbos were available for as little as £15,000-£20,000, but all that will get you these days is a basket case, and prices are still rising. Entry for a decent one is in the region of £30,000-£35,000, with the best as much as double that, and expect to fork out even more if you can find an X50 power-upgraded car, a Turbo S or the 996's somewhat unhinged GT2 relative.

Having said that, embarking on 911 ownership could be just about the safest and most enjoyable place to put your money in 2016.

996 history

Marking a new dawn for the new millennium, the Porsche 911 Turbo arrived in 2000 to top the 911 line-up. Fitted with the revised headlights from the naturally aspirated 996 Carreras, the Turbo added 120bhp over the first generation 911 Carrera as well as its trademark wider body and pronounced rear wing. Being water-cooled the 996 generation was a radical change for the Porsche 911, even if the water-cooling that flat-six did so around an engine that remained unconventionally slung behind the rear axle.

The Turbo's dry-sumped, twin-turbocharged engine was significantly different to that of the 911 Carreras, the 3.6-litre flat-six being derived from the 1998 LeMans-winning 911 GT1. Porsche aficionados refer to it as the Mezger unit, which, thanks to a different oil gallery design and pressure-fed lubrication, suffers none of the infamous IMS (Intermediate Shaft) bearing that blights regular 911 Carreras.

Like its 993 predecessor, the 996 generation Turbo has two blowers and four-wheel drive. It uses its PSM to allow even 414bhp seem civilised, but its performance is very much in the realm of the supercar.

Unsurprisingly, press reaction to the 911 Turbo was rapturous. The Italian police got fed up with trying to chase down enthusiastically-driven cars at the launch event, opting instead to ticket the journalists at the launch hotel.

It wasn't just the press that loved it. Customers did, too, with Porsche upping its first year production run from 2500 to 4000 cars. Only a handful of diehard purists found fault and their voices have now been drowned out.  

VITAL STATISTICS

 Porsche 911 GT3Porsche 911 GT2Porsche 911 Carrera 4S

Engine3600cc/flat-6/DOHC3600cc/flat-6/DOHC3596cc/flat-6/DOHC

Power450bhp @6000rpm462bhp @5700rpm320bhp @6800rpm

Torque272lb ft @ 5000rpm457lb ft @ 3500rpm272lb ft @ 4250rpm

Top speed188mph196mph174mph

0-60mph4.7sec3.9sec4.9sec

Consumption20mpg15-18mpg25mpg

GearboxRWD,six-speed manualRWD, six-speed manual4WD, six-speed man/five-speed auto

WHAT TO LOOK FOR

• One of the biggest issues is corrosion around the turbos. They get wet and start to rot. It's about £1200-£1500 to sort them out. The exhausts also suffer, as do the heat shields.
• Many owners are tempted to modify their cars. The 3.6-litre block can easily cope with 100bhp more without work on its internals.
• One issue is the front radiators. They fill up with muck pretty quickly, causing corrosion. The solution is to get an air-line in there and blow out the debris; it's best done with the bumper off.
• While checking for debris, it's worth removing the scuttle panels on either side of the battery as water can collect - litres of it - if the drain holes are blocked. Wet carpets are a sign that the weight of water has blown out the bungs that seal the interior. If the carpet is wet behind the front seats, then the membranes on the doors have been messed with. As the alarm's under the passenger seat, you don't want moisture getting in.
• The 911 Turbo doesn't like standing idle, as brake discs corrode. Take the car for a run after cleaning to make sure they're dry.
• Given former low prices paid for 911s, it's not unusual to find cars that have been neglected. They will rot: the area behind the front wheels is vulnerable to rust, as are the sills. All the fluid lines can corrode. The drain lines in the turbos can block and replacement is around £1000. In extreme cases of neglect, the inlet lifters can fail, which is an engine-out job at £3000. It's easy to buy a car that looks fine, but could need £10k to get it up to scratch.
• The rear spoiler should lift at 70mph, but if it doesn't it'll cost £1000 for the Porsche kit to fix it. None of the DIY fixes seem to work for any great length of time.
• Bushes are fixed in the suspension arms. It should track straight and true. The bottom of the dampers can rot, but they're easily refurbished, while the top mounts wear - and creak - costing about £350 a side to sort before labour. Transmission is strong, but there can be teh odd leak - all are fixable. Tiptronic sometimes has selection issues, often related to an easily repaired microswitch. Manual clutches get heavy at the 80,000-mile mark. 
• The engine is dry-sumped, and the oil level checked via the digital dash display. Keep an eye on it, as 911s like a drink. Check smokers immediately.
• Many people assume that the batteryis dead if the key doesn't open it on its blipper. It's often due to a neat sleep device, designed to save the key's power. Putting it in the door to open it, then in the ignition and pressing the button will reactivate it. Non-working memory seats are also likely related to the key's transponder. 

OUR VERDICT

The 14 years that have rolled under its fat tyres since someone dropped no less than £86,000 on one have robbed the 996 Turbo of none of its excitement or ridiculous ability. It absolutely exemplifies the idea of a modern classic: a car you covet and dream of driving, yet which remains usable.

Unlike its 996 relations, there's not a great deal that goes wrong with it beyond the usual service and consumable items. The Turbo is about as sensible as any 200mph car can be. Thats not to say it'll be cheap to run, but there's no point skimping on care if you want to increase its value. So put aside £1500 each year, with the expectation of spending two thirds of that, and bank the remainder for any major jobs down the line. That, by any measure, is low-cost supercar ownership. Get one now, before there's a rush on.