PORSCHE MODEL GUIDE

Which Porsche is best for me?

The most important thing is to go ahead and buy a Porsche. They are great cars - fast, fun and beautiful. Porsche is the one and only “usable” exotic sports car. You can drop off the kids at school, drive to the track and run it hard all day, pick up the kids on the way home and that night, drive to dinner in the city. No other exotic is as versatile. Porsche cars were made to be used.

The guidance that follows is far from comprehensive but is intended to give you, as a potential buyer, some useful direction on selecting a Porsche that best suits your needs. Note that all model years and horsepower ratings refer to US models. For more information on these cars and other Porsche models you can seek out the numerous books on Porsche by authors like Peter Morgan, Dennis Adler, Dean Batchelor, Randy Leffingwell and Bruce Anderson. You can also find great info in magazines like Excellence and 911 and Porsche World.

PORSCHE PRICE GUIDE
If you have an approximate dollar amount in mind of what you would like to spend on a Porsche you may be able to use the following Porsche Price Guide (click on the link following this paragraph) to get an idea of what models and years are in your price range. Of course, the guide is only an estimate and is most accurate for Porsches cars that are rated as SCM 2 or 3 (Sports Car Market Rating). A super clean, low mileage example as well as a rat on wheels example will be outside the shown range for a given model. And of course, you can also assume that you will end up spending more than you plan on spending because you will invariably see a car that you fall in love with that is more than your budget. But that's where banks and negotiations with the spouse come into play. Courage.

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911

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928

The 911

The 911 is the icon, the most widely recognized Porsche and maybe the most widely recognized car anywhere, period. Any car that has been in continuous production for over 40 years and has always evolved and improved is a pretty special car. Almost every 911 fan remembers seeing a 911 for the first time, vowing to own one someday. Owning and driving a 911 is that kind of experience.

In general, as the 911 evolved and improved over its 40-year life, it became more and more powerful and more and more capable. It also became a much easier car to drive every day with all of the modern conveniences that we expect. The downside to all this is weight. The newer the 911 the heavier the car, but of course with its larger engine, 0 to 60 mph times continue to go down.

So why would anyone buy an older 911? Well, it probably isn't a question anyone would ask if they’ve driven the earlier versions. There is just something very special about driving an older 911 - the charisma, the challenge, the romance, and the thrill of knowing that you alone are in complete control of the car - no stability management systems here. All in all, a very satisfying experience and one that ought to be tested by everyone.

Needless to say, each 911 generation and year of production has its fans who will insist it was the best year ever. We think they’re all right.

Click on the 911 you are interested in to read more:

The Early EARLY 911 Years, 1963-1968
This is truly the original 911 shape and simplicity of design. These are lightweight cars, mostly with small, moderate power engines (2.0 liter) and with loads of driving character. Horsepower ranged from around 110hp for the early 911T to around 160hp for the 911S of the period. They came in coupe or Targa and in 911, 911S, 911L, 911E, 911R and 911T configurations (see below for more information on body styles and configurations). 911s from '63 to '73 are easily identified by their metallic, non-impact absorbing front and rear bumpers. In race or track configuration, these bumpers have sometimes been replaced by fiberglass units to reduce weight. 1963 to 1968 cars are not too commonly seen or heard from compared to the later years because of low early production numbers, cars being pulled out of circulation due to rarity and of course, rust! This period car had a short wheelbase and an engine pretty far back over the rear axle making handling an interesting experience.


The Early 911 Years, 1969-1973
911s of this period looked quite similar to their predecessors but started the long path of the 911's evolution. Like the period above, these cars are long on character and somewhat short on refinement. Typically moderate in power, these cars are enjoyable to drive at any speed but had HVAC systems that were rather primitive. (Make that “HV” because “AC” didn't come till later.) Trying to keep the windshield clear in a driving rain can be a major challenge. Rust is also a big concern in this period since there was no rust protection from the factory. This period may not be the perfect daily driver for everyone but they are highly respected cars and for good reason.

IMPROVEMENTS: Starting in 1969, the 911 received a longer wheelbase, increased by about two inches, as an improvement to the handling characteristics. They also received slightly flared fenders and larger, better performing engines, specifically, 2.2 liters in 1970 and 2.4 liters in 1972 (and 2.7 liters for the RS Carrera in 1973).

Horsepower by engine and model was as follows:
2.0 liter - 911T: 110 hp, 911E: 140 hp, 911S: 170 hp
2.2 liter - 911T: 125 hp, 911E: 155 hp, 911S: 180 hp
2.4 liter - 911T: 140 hp, 911E: 165 hp, 911S: 190 hp
2.7 liter - RS Carrera: 210 hp

BODY STYLES: Various models were available throughout this period in two body styles, coupe and Targa. Targas have a roof section that can be taken out to give an open air driving experience - the first 911 cabriolet (convertible) didn't arrive until 1983. It's said that the Targa was created because it was cheaper to design than a true cabriolet and there was some fear that the US might outlaw convertibles all together at that time. Early Targas had a plastic rear window that zipped out but this changed to a fixed glass window in 1969.

MODELS: Depending on the specific year, the 911 of this era was available in 911T, 911L, 911E and 911S configurations. In simplest of terms, the 911T was the base model with the lowest horsepower and fewest features, the 911S was the top model with the most power and most features, and the 911L (for Lux) was kind of in the middle with the same mechanicals as the 911T but with the trim features of the more expensive 911S. The 911L was replaced by the 911E in 1969. At the time, you could get a coupe or a Targa in most any configuration so there are quite a few model/configuration possibilities. The early cars were the first 911s to sport the famous Fuch wheels (the classic 911 wheel with five paddles).

Cars of this generation are great fun to drive and sound great and are more plentiful, at least compared to the '63 to '68 cars. But you can forget about creature comforts as they were pretty austere by today's standards. Still, because they are older and widely respected, the prices are going up. Indeed, the value of all pre-'74 cars continues to rise with the most expensive and desirable car being the 911S coupe.

The most famous (and expensive) 911 of this era is the 1973 RS Carrera . The RS (for RennSport) was a limited edition model with reduced weight, a larger engine (2.7) and improved suspension and was available in Sport and Touring versions. It has achieved legendary status and even more legendary prices - so much so that clones are commonly created to give the flavor of the RS at an earthly price. But beware of clones created solely to deceive the unsuspecting into thinking they are getting a genuine RS.


The 911 from 1974 to 1989
Cars of this era can be easily identified by the change from the metallic bumpers used through 1973 to impact-absorbing, color-matched bumpers. These new bumpers can be identified by the black bellows on each side. The window trim and door handles also changed from chrome to black beginning in 1974. 911s of this era are very popular because they are great looking cars that are affordable, plentiful, and can generally be used as daily drivers. I say “generally” because the HVAC systems were still nothing to write home about. At the same time, because they are older cars and have seen much asphalt pass below their floorpans, they need to be thoroughly inspected before purchase. The cost of a new engine could easily surpass the price paid for the car. Still, this period of 911s are great cars for touring or for conversion to a track car.

The 911s of this period can be segmented into 3 groups: (1) ‘74-’77; (2) ‘78-’83 SC; and (3) ‘84-’89 3.2.


1974-1977. The cars in this period have a bit of a reputation for questionable reliability, primarily because of the 2.7 liter engine. However, there is a reasonable probability that many of the early engine concerns have been corrected by now. The even better news is that these are the cheapest of the 1974-1989 cars.

Concerning nomenclature, Porsche dropped the T and E configurations and instead went to three models in 1974: (1) the base model called the 911, (2) the more powerful and better equipped 911S, and (3) the 911 Carrera (not to be confused with the 1973 Carrera RS). In Europe, the Carerra had a more powerful engine than the 911S but in the US it had the same engine. This was also the start of the watering down of the Carrera name, once used to represent the RennSport model but soon to be placed on the back of every 911 model. In 1976, Porsche reduced the US offering even more and only offered the 911S in America. Horsepower was also reduced from the previous year. Clearly, a difficult period for Porsche. 1975 was the first year the “whaletail” spoiler was offered on the 911.

Horsepower by year and model was as follows:
1974-1975 - base model: 150 hp, 911S and Carrera: 175hp
1976-1977 - 911S: 165hp


1978-1983. These cars are referred to as the “SC” (possibly an abbreviation for super carrera). SCs had an improved 3.0 liter engine and are considered to be more reliable and desirable compared to the '74 to '77 cars. Accordingly, they are a little more expensive but probably worth the extra money. 1978 was also the first year for a 911 with a fully galvanized body to help avoid rust. The choice of configuration was furthered reduced again in 1978 such that the 911SC was the only normally aspirated 911 car offered and there was no choice of engines for the first time in 911 history anywhere in the world. The SC was available in either coupe or Targa and starting in 1983, the long-awaited cabriolet (albeit a manual top). The 3.0 liter engine put out 180hp during this entire period.


1984-1989. The cars of this period are often referred to as “3.2”s in deference to the use of a 3.2 liter engine, the only normally aspirated engine offered. By this time the word “Carrera” was attached to the engine lid of every normally aspirated 911. The body and styling of the 3.2 was essentially the same as the SC which was essentially the same as the 2.7. From a distance and the right angle it's easy to mistake a 1974 for a 1989. The engine lid is the easiest place to look for help. It was labeled “911”, “911S” or “Carrera” from 1974 to 1977, “SC” from 1978 to 1983 and “Carrera” again from 1984 to 1989 but this time in slightly larger font than in the '74 to '77 model. The 1984 to 1989 cars also had fog lights integrated into the front spoiler. Models available were the 911 Carrera coupe, Targa and cabriolet. Various improvements took place in this period making these cars some of the most desirable. 1987 was the first year that the power operated top for the cabriolet was made standard equipment. 1987 was also the year that the much more friendly G50 transmission replaced the 915 transmission in use since 1972. This period is also noted for the many special models introduced at various times including Turbo Look (a standard 911 with the body from a 911 Turbo), Club Sport (weight reduced for sport use), Speedster (a special cabriolet with a raked and shortened windshield and a “temporary” convertible top) and an Anniversary edition (1988 Blue paint model celebrating 25 years of 911 production).

Horsepower by year was as follows:
1984- 1986- all models: 207 hp
1987- 1989- all models: 217 hp


The 1989-1994 911: The 964
Porsche introduced their 2nd major redesign of the 911 in 1989 (the first being in 1974). Beginning with the 1989 911 Carrera 4, the 911 also began to be known by Porschephiles by its internal Porsche designation, in this case the 964. Note that 1989 was an “overlap” year since the 1984 to 1989 style 911 was still available for purchase in two wheel drive as was this new, four wheel drive 911 Carrera 4 (the 964). In 1990 the 964 was offered in both two wheel drive (aka Carrera 2 or C2) and four wheel drive (aka Carrera 4 or C4). The previous generation 3.2 911 was no longer available after 1989.

The 964 introduced a new engine with a 3.6 liter displacement, twin plugs per cylinder and 247 hp in the US. It was also the first 911 to use coil spring suspension instead of the torsion bar suspension that all 911s had used up until this point. The 964 received new front and back bumpers that dispensed with the bellowed impact bumpers used from '74 to '89 but otherwise looked quite similar to the previous era of 911. The 964 was the first model to use a retractable spoiler mounted on the engine lid for added high-speed stability. The 964 also was the first 911 to offer ABS brakes and a fully automatic (Tiptronic) transmission. Models available from 1990 and on were the coupe, Targa and cabriolet, each in either C2 or C4 drive. The four wheel drive system, sometimes said to feel a bit like a front wheel drive car, was greatly improved in the 993 version in 1995.
As in the late ‘80s, Porsche offered various special models of the 964 including the RS America, a weight-reduced car with RS type fabric door pulls, and the 1994 Speedster, a special cabriolet with a raked and shortened windshield and a “temporary” convertible top. A true RS version with a larger engine, performance suspension and reduced weight was made but not brought to the US.

When introduced in 1989, the 964 had certain early problems with its dual mass flywheel and with cylinder head leaks but these should be sorted by now, making the 964 a good touring or track car just like any earlier 911. For many, the 964 fits the need for a reasonably priced 911 that retains most of the original 911 styling.


1995-1998 911: The 993
In 1995, the 911 known as the 964 was replaced by the 911 known as the 993. The 993 is a very highly regarded 911 and is often referred to as “the last of the air-cooled 911s” since it was replaced by the water-cooled 996 in 1999. The 993 made significant changes to the 964 in exterior, interior and power train. Only the roof and deck lid were the same as the outgoing 964. The 993 is sometimes considered one of the best looking of the modern 911s, trimming bulkiness out of the 964 bumpers and styling. On the other hand, it also softened the front fender headlight humps, considered to be a 911 trademark.

The engine in the 993 was the same 3.6 liter used in the 964 but with the addition of hydraulic valve lifters and lighter pistons. As such, power was increased to 270 hp. Further engines enhancements in 1996 via the addition of the Varioram induction system raised power again to 282 hp starting in that year. The 993 also introduced a new multilink rear suspension that improved ride quality and handling characteristics as well as introducing changes to the four wheel drive system that improved performance and steering feel over the 964s. A sixth gear was added to the type G50 transmission and a Tiptronic transmission with shifters on the steering wheel (the first-ever car to do so). One of the nicest improvements to this 911 was an HVAC system that finally actually worked like a modern car’s.

From its beginning, Porsche offered the 993 in either cabriolet or coupe, each in either two or four wheel drive. In 1996, they added the Carrera 4S coupe and the Carrera 4S Targa. The 4S carried the same engine as the non-S Carrera 2 and Carrera 4 but the body, brakes, wheels and suspension were from the 993 Turbo, giving the 4S a wide-bodied look and improved performance. The Targa model switched to a large sliding glass roof instead of a manually removed roof section as was done up to this point. Think giant sun roof.

As stated earlier, the 993 has a following that considers it to be one of the best 911s ever from a traditionalist’s point of view. This is somewhat evidenced by the car's resale values which can be higher than those of the 996 version that followed. Improvements to the reliability and usability of the 993 over earlier 911 versions made this the easiest 911 to live with on a daily basis, at least until the 996 was introduced.


1999-2004 911: The 996
For model year 1999, Porsche introduced the 996, a complete redesign from the popular 993 version and the first truly modern 911. It could easily be used for a daily driver with no excuses since it was the first 911 to have a modern and completely functional heating and air conditioning system. Its handling was more predictable and precise, making it the best handling 911 ever. Coupled with the highest power ever available in a 911, you had a very nice car.

Behind the scenes, the advantage of the 996 was its ease of manufacturing. It was designed from the start to be easily produced and to share many components with other models (including the Boxster which preceded the 996 in 1997). The 996 created some confusion early on as it used the same front end, and therefore had the same appearance as, the Boxster. An update to the 911 in 2002 gave it the same headlights as the 911 Turbo thus ending any mistaken identification with the Boxster. The Turbo was sufficiently different from the regular 911 that no confusion existed between those two.

The all-new 996 had a new or revised engine, chassis, suspension, body style and interior. The engine was a 3.4 liter, water-cooled boxer, the first-ever 911 to use water cooling. It produced 296hp in 1999, 300hp in 2000. In 2002 displacement was increased to 3.6 liters and power rose to 320hp, due in part to the addition of VarioCam Plus. The 996 had a wheelbase 3.2” longer than the 993 for improved handling, ride and interior space. The body style retained the 911 shape but was considered to be more conservative in design with less flare in the rear fenders and less hump in the front fenders. As stated earlier, the early 996 and the Boxster shared the same front end body style (as well as many of the front end components under the skin). In 2002, the 996 received new fenders, hood, bumpers and headlights (taken from the turbo) to help distinguish it from the Boxster.

The 996 interior was all new and was the first 911 to depart from the classic five gauge instrument cluster, instead using a single cluster unit with a three-overlapping-gauge design. The pre-2002 interiors were highly functional but lacked some depth in the choice of materials; in 2002, interior materials were improved and a cupholder and glovebox were added, both absent thus far in the 996. The transmission choice was the 6 speed manual or the latest Tiptronic automatic.

From the start in 1999, Porsche offered the 996 in either coupe or cabriolet and in either C2 or C4 drive. In 2002, Porsche added a Targa model using the same sliding glass approach as done in the 993. In 2003, the Carrera 4S model was added as a coupe and in 2004 as a cabriolet. As done with the 993, the S model offered the same engine as the regular 996 but offered the brakes, suspension and Turbo-look body of the 911 Turbo. The 996 cabriolets typically came with the fiberglass removable hardtop. The PSM (Porsche Stability Management) traction control system was introduced for the 2000 model year.

The 996 was initially a difficult car for Porsche purists to accept when it was introduced, primarily because of its quieter water cooled engine, its more conservative body style (reduced fender flares from the 993 but actually more true to the original 911s) and the fact that is was a quiet and easy car to live with. Over time it has earned a reputation as a great everyday car that’s reliable, fast, and easy to drive.

The 993 versus 996 debate has helped lower some 996 prices a bit, making the 996 an affordable 911 and a great value for a driver's car. The fan base for the 996 continues to grow as Porschephiles accept this 911 as a natural evolution of the model. Like every 911 model that has preceded it, the 996 has had its strong and weak design points but its performance and usability will continue to keep the 996 in high regard.


2005-today 911: The 997
In 2005 the 997 replaced the 996 for most 911 models. The 997 was introduced with a more aggressive body style, a redesigned higher-quality-appearance interior and a deeper engine sound than the outgoing 996 For the first time since the ‘70s, Porsche introduced both the regular 911 and the S version simultaneously. And also for the first time since the ‘70s, the S version had a larger, more powerful engine than the regular 911 (3.8 liters and 355hp for the S compared to 3.6 liters and 325hp for the regular 911). Porsche introduced both a cabriolet and a 4S cabriolet in 2005.