Перехдная машина не классической компоновки porsche 911 (996)

Fits 1997-2004 Porsche 911 / 996 Convertible(All Convertible Models)

Humps Available Painted to «Factory Color Code»

Product Details:

• This is a set of Speedster Humps
• Made of Composite-FRP materials
• Handcrafted «Made in the USA»
• Light weight and Strong 

Painted Option Details:

• Humps will be shipped PAINTED
• We will Paint to your Choice of  Factory Color Code
• High Quality Factory Paint Products — PPG
• Base Coat + Clear Coat ( 3 coats or each )
• Excellent Color Match & Finish

Installation Details:

• Instructions and Hardware Included with Humps
• Speedster Humps are Latched together in the Center with 3 Latches that are on underside of covers . 
• Front Corners are attached with Spring Loaded Plungers which locks onto Wind Deflector plugs on car.
• 2 Storage Bags are included — 1 For each side of Cover
• Speedster Humps will fit in rear seat

 International Customers:

Customers are responsible for paying any local duty or other local chargers for taxes and miscellaneous in the country where the product is being shipped too. We only Charge for the item and shipping of the product too you. We are not responsible for any duty or taxes that are charged by your Country.

DISCLAIMER :

Buyer  understands that due to strict U.S. Federal and State Safety crash guidelines, DirectCarToys is not responsible or liable for any damage or possible injury incurred upon possible accidents due to driver error, incorrect installations, bad judgment (cracking or breaking your parts). Buyer understands that part may need slight modification for correct fitment such as shaving, molding, etc. Buyer understands that all body parts require some prep work before paint. Please seek professional body shop for paint and installation.

Watch out for the intermediate shaft

The IMS is pretty crucial, and the stuff of internet legend when it comes to 996 buying. The intermediate shaft sends drive from the crankshaft to the double overhead cams. But oil can get into the bearing, which dries the grease up, allowing the bearing to break apart. Occasionally mechanics will spot gold specs in the oil filter during servicing and avert disaster, but generally the IMS bearing goes without warning, and with devastating, piston-bashing consequences – you’re looking at an engine rebuild, which starts from around £9600.

The preventative alternative is to upgrade the IMS bearing for around £2160 for a manual – a little more for an auto – and it makes sense to replace the clutch too, because IMS bearing replacement involves removing the transmission and flywheel anyway. This is why cars with a new IMS bearing are typically more expensive to buy. The maintenance record and that IMS upgrade made this leggy, early 996 much more appealing.

Chassis

The 911 996 was built on a steel unibody construction, 2 inches wider and 7 inches longer than its predecessor and with a 92.6-inch wheelbase, 3.15 inches more than the 993.

Thanks to clever engineering, the unibody was 45% stiffer than the 993’s construction while also incredibly light, an important feat for a vehicle engineered to get the added weight of the new cooling system.

As a final result, the 996 weighed 2,904 lb. Impressively, that was 116 lb lighter than the 993 911, especially given its growth in size and water cooling paraphernalia, including radiators and 5.2 gallons of water and coolant.

Introduction

Considered by many to be the best sports car ever produced, the Porsche 911 has been in production since late 1964. A replacement for the 356, which had been produced since the late 1940s, the first 911 was unveiled at the 1963 Frankfurt Motor Show and began arriving in the United States in early 1965. Six decades later, we’ve enjoyed eight generations of the rear-engine sports car.

Of course, the 911 found in today’s showrooms is very different than the one sold in the 1960s — or any other decade for that matter. But the number of similarities found among all 911s is striking. From their familiar silhouette and 2+2 seating to their unique rear-engine layout and horizontally-opposed engine configuration, no other car in the world has remained as true to its original design, or as timeless. The 911’s evolutionary march has made it the most recognizable sports car in the world.

But with brand new 911s starting at one hundred grand and many older 911s becoming collector’s items, it can be tough for the average enthusiast to gain access to this automotive icon. Fortunately, there are a few versions which are still accessible — some of them even downright cheap.

Here we’ll compare and contrast the most affordable used 911s sold over the last 50 years.

Porsche Internal Project Codes

Porsche’s internal project codes are important to know and understand when talking about used 911s. Each of the sports car’s eight generations has its own code (full list below), and they are commonly used by enthusiasts to differentiate between the many different versions of the car over the years — and occasionally to test the knowledge of other enthusiasts.

Case in point: years ago one of our colleagues went out with a guy who happened to drive a 911, a fact that he brought up on their first date. So she hit him with a quick code test. “Is your car a 997 or a 991?” she asked. “No, it’s a 911,” he replied. “I knew right then there wouldn’t be a second date,” she told us. “Too bad — he was cute.”

The first generation of the car was designated with chassis code 901, and that was also supposed to be the name of the car. But Peugeot’s lawyers squawked, saying the French automaker owned all car names formed by three numbers with a zero in the middle. So Porsche swapped the “0” for a “1” for its 1964 market launch, and the rest is history.

Here’s a list of the internal codes for the seven subsequent generations of the 911, along with the years they were produced:

• G Series (1973-1989)
• 964 (1990-1994)
• 993 (1994-1998)
• 996 (1999-2004)
• 997 (2005-2012)
• 991 (2012-2019)
• 992 (2020-present)

Each generation brought design and engineering changes to the sports car, some more extreme than others. And with each came more performance. We’ll focus on the G Series, 964, 993, 996, and 997 generations because they are generally the most affordable.

Technical data of the GT2 and GT3 models

Porsche 996 GT3 RS Clubsport

Based on the GT sport that Porsche successfully contested with the 996, a number of GT models were produced. They have no electronic driving aids and can also be used for racing with an optional Clubsport package with the following additional equipment features:

• Roll bar
• Lightweight construction (trunk lid and engine cover made of CFRP )
• manual exterior mirror adjustment
• Bucket seats, fabric (flame retardant)
• Six-point belt
• Emergency stop switch (when activated, the vehicle is immediately de-energized)

The engine block with dry sump lubrication from the Porsche 911 GT1 , which is significantly more stable than the previous 996 variant, was continued to be used in these GT models.

Porsche 996:	911 GT3 (up to model year 2001)	911 GT3 (from MY 2002)	911 GT3 RS (from MY 2002)	911 GT2 (up to MY 2003)	911 GT2 (from model year 2004)
Engine:	6-cylinder boxer engine (four-stroke)	6-cylinder boxer engine with turbocharging
Displacement:	3600 cc
Bore × stroke:	100.0 x 76.4 mm	100.0 x 76.4 mm
Performance at 1 / min:	265 kW (360 hp) at 7200	280 kW (381 hp) for the 7400	340 kW (462 hp) at 5700	355 kW (483 hp) at 5700
Max. Torque at 1 / min:	370 Nm at 5000	385 Nm at 5000	620 Nm at 3500-4500	640 Nm at 3500-4500
Compression:	11.7: 1	9.4: 1
Valve control:	two overhead camshafts
Cooling:	Water cooling
Transmission:	6-speed gearbox, rear-wheel drive
Brakes:	Disc brakes (internally ventilated), ABS	Ceramic disc brakes (internally ventilated), ABS
Front suspension:	Mac Pherson struts, wishbones, stabilizer
Rear suspension:	Semi-trailing arm , coil springs, stabilizer
Body:	Self-supporting steel body with a fixed rear wing
Track width front / rear:	1475/1495 mm	1485/1495 mm	1485/1520 mm
Wheelbase :	2350 mm
Tires rim:	Front: 225/40 ZR 18 on 8 J × 18 rear : 285/30 ZR 18 on 10 J × 18	Front: 235/40 ZR 18 on 8.5 J × 18 rear: 315/30 ZR 18 on 12 J × 18
Dimensions L × W × H:	4430 × 1765 × 1310 mm	4435 × 1770 × 1310 mm	4450 × 1830 × 1310 mm
Empty weight :	1350 kg	1380 kg	1360 kg	1420 kg
Top speed:	302 km / h	306 km / h	315 km / h	319 km / h
Acceleration 0 — 100 km / h:	4.8 s	4.5 s	4.3 s	4.1 s	4.0 s
Fuel consumption over 100 km:	12.9 l	12.9 l	12.9 l	12.9 l

For use in the GT3 class of the FIA GT Championship , in Le Mans , the ALMS and on the Nürburgring — Nordschleife , customers were offered special models that have been further developed over the years

• 911 GT3 R (from 1999)
• 911 GT3 RS (from 2000)
• 911 GT3 RSR (from 2003)

Brakes, Wheels, and Tires

The naturally aspirated Carrera and Carrera 4 models drove on 17×7-inch and 17×9-inch wheels, wearing 205/50ZR-17 front and 255/40ZR-17 rear tires. The stopping power was provided via 4-piston front and rear calipers grabbing ventilated, cross-drilled steel discs, measuring 318 mm front and 299 mm rear respectively.

Source: Bonhams 

The 996 Turbo sported larger and hollow spoke Turbo Twist 18×8-inch front and 18×11-inch rear wheels wrapped in 225/40R-18 front and 295/30R-18 rear high-performance tires, respectively. Providing increased stopping power were ventilated, cross-drilled steel discs measuring 330 mm front and rear with 4-piston front and rear calipers.

The Carrera 4S was a unique offering as it shared both the wheels and the brakes with the Carrera Turbo.

As the ultimate non-GT, the 911 Turbo S included an X50 pack with 6-piston front and 4-piston rear calipers and lighter and more durable 350mm ventilated cross-drilled Porsche Carbon Ceramic Brake (PCCB) discs developed jointly by Porsche and SGL Carbon.

Other things to look out for

• Ducts in lower front bumper for radiators can get clogged with leaves, which rot and cause radiator damage. Condenser replacement is £1062, radiators £1230, cheaper when done together. So regularly unblock those ducts.
• 3.6 engines can suffer from bore scoring. The solution is to lightly skim and Nikasil-coat the bores before honing to the correct size, then Xylan-coat the pistons.
• ‘Chunking’ was reported in early 3.4s, where chunks came out of the cylinder bore and oil and water mixed – with full-engine rebuild consequences. Few reported these days.
• Porsche specialists Autofarm charge £300 for a basic service (oil and filter, pollen filter), or £400 for a service with more preventative maintenance. A minor service is due every year/12k miles, a major service every four years.
• Clutch and flywheel replacement costs £1248 for OEM parts.
• Front discs and pads are £708 fitted for OEM parts. Rears are £612.
• If you need to replace coffin arms and tuning forks (suspension arms), prices start at £264 per coffin arm including fitting, while forks are £228 including fitting. You’ll also need to budget £252 for geometry set up.

Legacy

Although initially ill-received by die-hard Porsche fans, the 996 911 was a much-needed evolutive step for the company. It provided Porsche with financial stability crucial for its exponential growth and the 911’s transformation into a car still relevant today.

Source: Porsche AG

Porsche’s leap to water cooled flat-six engines enabled the 911 to develop further, ultimately creating several modern icons under the 997, 991, and 992 generations. That being said, the 996 might not have been the perfect car per se, but it was a perfect move for Porsche at that given moment.

As a collector car, Porsche 996 911 is definitely on its way to become one, at least in its rarest and most powerful variants. The Turbo and Turbo S will walk a thin line between a collectible and a usable classic, while the GT3, GT3 RS, and the ultimate GT2 will peak the 996 911’s collector car echelon. On the other hand, a naturally aspirated 996 can easily become your next usable modern Porsche classic. A well-sorted Carrera 4S with a 5-speed manual transmission is perhaps the most balanced.

For years, the 996 911 was harshly criticized for largely irrational reasons, but it holds great importance for the world’s most renowned sports car maker. For that reason, this pivotal 911 will hold a place in Porsche’s history, and this is the perfect time to own it and experience all its qualities firsthand.

literature

• Thomas Agethen, Sigmund Walter: Type compass Porsche. Passenger cars since 1948. Motorbuch Verlag, Stuttgart 2003, ISBN 3-613-02157-9 .
• Tobias Aichele: Porsche 911 — Forever young. Motorbuch Verlag, Stuttgart 2004, ISBN 3-613-01546-3 .
• Jörg Austen, Sigmund Walter: Porsche 911. The technical documentation from 1963 to 2009. Motorbuch Verlag, Stuttgart 2008, ISBN 978-3-613-02973-6 .
• Marc Bongers: Porsche. Series vehicles and sports cars since 1948. Motorbuch Verlag, Stuttgart 2004, ISBN 3-613-02388-1 .
• Paul Frère: The Porsche 911 Story. Motorbuch Verlag, Stuttgart 2002, ISBN 3-613-02225-7 .
• Achim Kubiak: Fascination 911. The typology of the Porsche 911. Delius Klasing Verlag, Bielefeld 2004, ISBN 3-7688-1581-1 .
• Randy Leffingwell: Porsche 911 — Perfection and Design. Heel Verlag, Königswinter 2007, ISBN 3-89880-641-3 .

Sales literature

• Passion 911. Dr. Ing.hc F. Porsche AG, Stuttgart. As of 06/04, WVK 215 410 05 D / WW
• 911 Carrera / 911 Targa. The models in data. Dr. Ing.hc F. Porsche AG, Stuttgart. As of 06/04, WVK 215 811 05 D / D

Background

The early nineties were pivotal for both Porsche as a brand and 911 as its trademark product. Both popular, both respected, but both visibly aging. The Stuttgart-based company and its legendary car were in dire need of a complete overhaul.

Then, Porsche was recovering from the financial failure of the and the crippling economic recession, but at the same time, it enjoyed cult status among enthusiasts.

1987 Porsche 959 Komfort Darin Schnabel 2020 Courtesy of RM Sotheby’s 

Still, despite all novelties like the new aluminum LSA chassis, twin-turbocharging in the 911 Turbo version, and rear multilink suspension, the 911 was reaching its limits. The 993 generation 911 still used air-cooled engines, which were on the verge of non-compliance with increasingly strict emission regulations, especially in the USA, Porsche’s most aspirational market.

In addition to being faced with financial hardships leading to many industry giants looming around waiting for the perfect moment for a takeover, Porsche was in another trouble. The company grew just enough to seriously start considering cost-cutting to increase profits, eventually enduring this tough period.

The first step towards reinventing the 911 was reinventing Zuffenhausen. Amidst takeover rumors, Porsche CEO Wendelin Wiedeking executed a plan to save the company by reaching to Toyota for much-needed just-in-time, lean manufacturing know-how.

Source: Porsche AG 

Time, energy, and cost efficiency were crucial elements for a new, better, and more progressive Porsche. They were able to reinvent its manufacturing process and employ part-sharing technology that the Japanese giant embraced long ago. This program started in 1992, and the Zuffenhausen plant was under Toyota’s supervision in the following years.

Комплектации

“PORSCHE 964”

оснащен весьма недурно. В базовой версии имелись гидроусилитель руля, электропакет (стекла и зеркала с подогревом), литые колесные диски, противотуманные фары и 5-ступенчатая механическая коробка передач. Из электронных систем была только АБС. С начала 1991 года все “964-е” комплектовались фронтальными подушками безопасности. Юбилейная версия, выпущенная в 1993 году к 30-летию марки, внутри отделывалась натуральной кожей. Кстати, всего было выпущено 911 таких автомобилей и все они окрашивались в темно-фиолетовый “металлик”. Подержанные “Porsche 964” нередко встречаются с 4-ступенчатой автоматической коробкой “Tiptronic”, электроприводами сидений и кожаным салоном. За все это оборудование первый хозяин доплачивал отдельно.

Версия “964 Turbo” изначально оснащалась богаче и могла похвастать кожаной отделкой салона, климат-контролем, бортовым компьютером, “дворником” заднего стекла. Выпускалась она с 1991 года и продержалась на конвейере около трех лет.

“PORSCHE 993”

по своему базовому оснащению практически повторяет предшественника. Поэтому, не перечисляя стандартное оборудование, отметим только, что “993-й” в отличие от “964-го” серийно комплектовался cпортивными креслами и 6-ступенчатой “механикой”. 4-скоростная автоматическая КПП “Tiptronic” тоже, как и у предшественника, входила в список заказного оборудования. Она устанавливалась на автомобиль до 1995 года, после чего уступила место более современному 5-ступенчатому “автомату”.

Более дорогие варианты “Porsche 993” – “Targa”, “Carrera 4S” и “Turbo” – серийно оснащались климат-контролем; два последних, кроме того, имели полноприводную трансмиссию и самоблокирующийся задний дифференциал, а также щеголяли кожаной отделкой салона. Впрочем, на вторичном рынке даже простые экземпляры “993-го” редко попадаются с велюровыми сиденьями..

“PORSCHE 996”

– самый современный из тройки. Как уже говорилось, автомобиль стал более комфортабельным, а это напрямую отразилось на его комплектации. Серийно “996-й” оснащался АБС с распределением тормозных сил, фронтальными и боковыми подушками безопасности (до августа 1998 года – только фронтальными), полным электропакетом, литыми дисками, спортивными креслами, “противотуманками” и 6-ступенчатой “механикой”. Салон спорткара отделывался натуральной кожей и алюминиевыми вставками.

С середины 1999 года все версии “Porsche 996” снабжались раздельным климат-контролем, аудиосистемой с СD-проигрывателем, а также противобуксовочной системой. Для полноприводных модификаций была доступна и фирменная противозаносная система PSM (“Porsche Stability Management”), позволяющая, тем не менее, вести автомобиль с легкими скольжениями. На вторичном рынке любой из вариантов “Porsche 996” может встретиться с автоматической 5-ступенчатой коробкой передач с функцией ручного переключения скоростей на руле. Вообще, автоматические трансмиссии наиболее распространены именно среди “911-х” серии “996”.

Development

The development of the 996 started alongside another model, the entry-level 986 Boxster, which already took the automotive world by storm when a concept version was introduced at the 1993 Detroit Motor Show.

Boxster Sports Concept at 1993 Detroit Auto Show. Porsche AG 

Taking notes from Toyota, Porsche decided for the new 911 to share several vital components, alongside some body panels, with the upcoming Boxster. To save both development and manufacturing costs, the new water-cooled engine was present in both cars.

At first, Porsche officials explained this move was purely motivated by emission standards. Still, the fact of the matter was that developing each new air cooled engine cost more money than developing an all-new water cooled engine and improving it for the future.

Additionally, Porsche made the most of the fact that the 996 would be mass-produced rather than handbuilt to streamline production efficiency by sharing the whole front and the doors with the Boxster. The design of the Boxster was executed by Pinky Lai and later finalized into the new 911 under supervision from Harm Lagaay.

In addition to these technical aspects, the philosophy of the 911 for the new millennium was also something that had to change. The new Neunelfer didn’t only have to look different, but it had to radiate a whole new aura. To that end, Porsche decided to give it a size increase, making it a step closer towards a plush rear-engined grand tourer.

The Porsche 996 made its debut at the 1997 Frankfurt Motor Show, while the Turbo model was introduced at the Frankfurt Auto show in September 1999. In 2002, Porsche updated the range to 996.2, adding a new Targa body style and the wide-bodied Carrera 4S and 911 Turbo headlights for the whole range.

911 Millennium Edition. Source: Mecum 

The 996 had two commemorative editions, the 911 Millenium Edition, a Violet Chromaflair Carrera 4 with Turbo Twist wheels limited to 911 examples, as well as the 40 Jahre produced in 1963 copies, with a 996 Turbo front end, numerous cosmetic changes, and X51 power pack pushing the 3.6-liter’s output to 341 horsepower.

As far as non-standard 996 go, the GT3 was introduced in 1998, the GT2 came in 2000 for the 2001 model year, while the GT3 RS followed in 2003. The Turbo Cabriolet arrived in 2003, while the Turbo S was introduced in 2005.

So, what made the 996 so controversial, what made it great, and which one of these cars are the ones to look for now that most of them have hit their lowest price point? Bear with us, and you’ll find out.

Technical data of the Carrera and Turbo models

No previous Porsche model was on the market in so many different versions as the Porsche 996:

Porsche 996:	911 Carrera (until model year 2001)	911 Carrera 4 (up to model year 2001)	911 Carrera u. Targa (from MY 2002)	911 Carrera 4 (from MY 2002)	911 Carrera 4S (from MY 2002)	911 Turbo (from MY 2000)	911 Turbo S (from model year 2004)
Engine:	Six-cylinder boxer engine (four-stroke) «integrated» dry sump lubrication Oil reservoir in the engine 3 return pumps one pressure pump	like Carrera with turbocharging dry sump lubrication with separate oil tank 7 return pumps one pressure pump
Displacement:	3387 cc	3596 cc	3600 cc
Valve control	4-valve technology, 2 camshafts per cylinder bank, automatic valve clearance compensation ( hydraulic valve lifters ), inlet camshaft adjustment (VarioCam) Turbo and Carrera from MY. 2002: with additional valve lift switch (VarioCam Plus)
Bore × stroke:	96.0 x 78.0 mm	96.0 x 82.8 mm	100.0 x 76.4 mm
Performance at 1 / min:	221 kW (300 PS) with WLS 1 : 235 kW (320 PS) 6800	235 kW (320 PS) with WLS 1 : 254 kW (345 PS) 6800	309 kW (420 hp) 6000	331 kW (450 PS) 5700
Max. Torque at 1 / min:	350 Nm 4600	370 Nm 4250	560 Nm 2700 to 4600	620 Nm 3500 to 4500
Compression:	11.3: 1	9.4: 1
Cooling:	Water cooling
Transmission:	6-speed
Drive:	Rear wheel drive	all wheel drive	Rear wheel drive	all wheel drive
Brakes:	ABS (Bosch 5.3), disc brakes (v + h internally ventilated) ceramic disc brakes ( PCCB 2 ) standard with Turbo S, as an option with Turbo and Carrera 4S
Steering:	Pinion and rack
Front suspension:	individually, wishbones, MacPherson struts with twin-tube gas pressure damper, stabilizer
Rear suspension:	single, five- link axle , coil springs, single-tube gas pressure damper, stabilizer
Body:	Self-supporting steel body with retractable rear spoiler in Carrera models, self-supporting steel body with fixed rear spoiler in the turbo tank capacity: 64 liters, of which 10 liters reserve
Track width front / rear:	1455/1500 mm	1465/1500 mm	1472/1528 mm	1465/1522 mm
Wheelbase :	2350 mm
Tires rim:	Front: 205/50 ZR 17 on 7 J × 17 rear : 255/40 ZR 17 on 9 J × 17	FA: 225/40 ZR 18 on 8 J × 18 RA : 295/30 ZR 18 on 11 J × 18
Dimensions L × W × H:	4430 × 1765 × 1295 mm	4435 × 1830 × 1295 mm
Empty weight :	1320 kg	1375 kg	1345 kg (from MY 2003: 1370 kg)	1405 kg (from MY 2003: 1430 kg)	1495 kg	1540 kg
Top speed:	280 km / h	285 km / h (Tiptronic 280 km / h)	280 km / h (Tiptr. 275 km / h)	305 km / h	307 km / h
Acceleration 0 — 100 km / h:	5.2 s (Tiptronic S 6.0 s)	5.0 s (Tiptronic 5.5 s)	5.1 s (Tiptr. 5.6 s)	4.2 s	4.2 s
Fuel consumption over 100 km:	11.8 l	12.0 l	11.1 l (Tiptr. 11.3 l)	11.3 l (Tiptr. 11.9 l)	11.4 l (Tiptr. 12.1 l)	12.9 l (Tiptr. 13.9 l)	13.3 l (Tiptr. 14.2 l)

1 work performance increase , 2 Porsche Ceramic Composite Brakes

Engines and Transmission

Another reason the 996 generation was ill-received was its M96 3.4-liter flat-six engine, more specifically its flawed intermediate shaft bearings (IMS bearing) and possible cylinder cracking. But, once Porsche sorted these unwanted byproducts of mass production, the M96 was in fact quite an advanced powerhouse.

For the first time in a regular 911, the heads had four valves per cylinder and the M96 featured Variocam adjustable camshaft timing and integrated dry sump, which was in fact a modified dry sump.

The water cooling system was derived from Porsche’s racetrack experience, namely water-cooled cylinder heads from the 935/78 and water cooled engine of the 962C and the 911 GT1.

Initially, the 996 911 was introduced with a 3.4-liter M96 generating 296 horsepower at 6,800 RPM and 258 lb-ft at 4,000 RPM. In 2000, the base Carrera and Carrera 4 got a power bump to 300 hp.

In 2002, following the overall restyle, the engine displacement grew to 3.6 liters, leading to the Carrera and Carrera 4S getting 315 horsepower at 6,800 RPM and 273 lb-ft torque at 4,250 RPM.

Turbo ‘Mezger’ engines

Apart from the M96, the 996 range offered another family of engines, the Mezger 3.6-liter. This engine group is rooted in Porsche’s motorsport heritage and was named in honor of Hans Mezger, who developed this flat-six unit’s basic architecture.

In the 996, the M96 Mezger engine was derived from the Le Mans-winning 911 GT1 hypercar and was used to power the performance-oriented 996 models, both turbocharged and naturally aspirated. Being a race-engineered powerhouse, this engine features true dry-sump lubrication.

Source: Bonhams 

The 996 911 Turbo was aided by a pair of KKK K16 parallel turbochargers placed on an M96.70 3.6-liter Mezger flat-six with the newly introduced VarioCam Plus. It produced 414 hp at 6,000 RPM and 415 lb-ft of torque from 2,700 to 4,600 RPM in standard form.

But, with the optional X50 pack introduced in 2002, the 996 Turbo could get larger KKK K24 turbochargers and new intercoolers, upgraded quad pipe exhaust, and revised engine management unit, all resulting in an increase to 444 horsepower at 5,700 RPM and 457 lb-ft from between 3500 and 4500 RPM.

Source: Bonhams 

Finally, the 911 996 Turbo S was an X50-optioned 996 Turbo with model-specific upgrades regarding the PCCB brakes and various creature comforts.

Transmission

Throughout the 996 Carrera range, there was a choice of three transmission units. Initially, the Getrag G96/00 6-speed manual or the ZF 5HP19 5-speed automatic, while the 2002 Carrera 4S and Turbo models got 5G-Tronic sourced from Mercedes-Benz, enabling quicker response during gear shifting.

The 996 Carrera 4, 4S, and Turbo models had Porsche’s all-wheel-drive system first introduced on the 959 proto-hypercar. This system uses a viscous coupling unit placed between the gearbox and the front differential, splitting up to 45% torque to the front wheels if needed.

Providing additional stability, especially to tail-happy Turbo models, was Porsche Stability Management torque-vectoring system which came as optional on naturally aspirated cars but was standard on turbocharged models.

Runt of the litter

Produced from 1997 to 2004, the 996 received the first all-new platform in the 911’s 34-year existence, but was controversial at the time of its launch mainly because it was the first 911 to switch from air- to water-cooling, and also because of its ‘fried-egg’ headlights with integrated indicators. Not only were they a departure from the 911’s trademark elliptical headlights, they were also shared – as was the front end and the interior – with the much cheaper Boxster. The body seemed blander too, likened to a ‘bar of soap’ in many reviews.

The 996 has never really lost that baggage, meaning all the older air-cooled 911s are significantly more expensive in comparable specs, and so – mostly – are examples of the 997 that followed (the values of low-mileage 996s and high-mileage 997s overlap). But it’s also an incredibly significant car in Porsche’s history and its transformation into the profitable powerhouse we know today, and I think its clean lines have aged well.

How much should you pay?

You’ll see Carrera 2s from around £11k with higher mileages, while most good cars seem to sit in the £15k-£18k bracket, and some very low-mileage cars are advertised for over £20k. I was erring towards a 2002-onwards model, perhaps with around 70,000-80,000 miles in that £15k-£18k bracket. These facelift models got prettier headlights no longer shared with the Boxster, and bumped engine capacity from 3.4 to 3.6 litres. As a result, performance improved to 320bhp/273lb ft, up from a 3.4-litre’s 300bhp/258lb ft.

A dark interior colour – black or navy blue – was non-negotiable, because the lighter/brighter shades look terrible and cover the interior like the Stone Roses have been at the Dulux circa 1990. But those colours do make for even cheaper 996s, and I’m also a believer in not tying yourself in knots over a dream spec, otherwise you’ll never find a suitable car. I also fretted that I’d be too scared to use a really nice car, that a good 996 was too close to more desirable 997 territory, and that a very well maintained car with higher miles might actually suit me better.