Porsche 911

Magazine Subscription

Subscribe to Classic Motoring Magazine and save over 20%

Subscribe NOW

Available at all good newsagents including WHSmith

For a great many, there’s only been and will only be one Porsche and that’s the 911 – and the air-cooled model at that! Launched 55 years ago the 911 refuses to die and while the model may have changed out of all recognition over the decades, each generation, in varying degrees, has always remained a 911 in spirit and character. Best of all, there’s a model to suit most budgets.

Driving

Earliest 911s were a handful because of their shorter wheelbase and trigger-happy handling, while early Turbos suffered from massive lag, which could make them a handful. Post-1984 models are easier to live with thanks to their more manageable transmission and the Carrera 3.2 – especially with the G50 gearbox – is reckoned by many to be the ultimate of the original 911 line.

The 964 that followed is smoother, more comfortable and, more powerful, yet somehow less engaging say some 911 experts but is the last model sporting that traditional look. The 993 replacement with its new suspension is pretty much fool proof.

The problem arises if you drive early 911s, like a modern as they can punish the driver if cornered hamfistedly although the 4WD of the Carrera 4 ensures that anyone can drive a 911 with confidence plus (dry) traction on all models is outstanding.

Values

As small bumper cars have rocketed into six figures, it has dragged the rest up. Condition counts and its better to have good SC or 964 than a poor Carrera2 and there’s a lot of tired 911s about waiting to catch out eager enthusiasts. For typical buyers a decent 911L at £70K, a Carrera 3.2 at around £50,000 (ditto 993) or a cheaper 40 grand SC. You might find a Turbo at £35,000; LHDs worth less but cabriolets carry a fair premium.

Timeline

1963 Announced as replacement for 356 that became the template to all that followed; initially as 2-litre with 130bhp

1965 912 joins range; it is effectively a 911 with mild 90bhp 1600SC 356 engine

1967/8 Start of L, T, S and ‘budget’ E cars joining range

1968 Longer wheelbase, lighter engine for weight bias

1971 2.4 engine, 2.7 for ’73

1974 Turbos introduced as are big bumpers

1977 180bhp 3.0 SC, plus 300bhp Turbos for ’78

1982 Cabriolet range, to replace earlier Targa option

1984 Carrara 3.2 listed; SC looking but 50 per cent new

1986 930SE (330bhp) and 400bhp (AWD) 959 introduced 1998/9 ‘964’ gen replaces G Series; similar styling but 85 per cent new inc floorpan and rear suspension 3.6-litres, G50 manual ‘box. Auto, ABS, power steering and 4x4 options

1993 993 range replaces 964 with all new rear suspension

Best models

Small bumper

The purist choices for its small bumper looks and the need-to-be-tamed handling. Coveted RS models command £500K – all values are rising

964

Ignored for years, now they’re one of hottest of properties for its all the look but with some useful modernity. Turbos are far better than the originals

Carrera 3.2

Out of post chrome and pre 993s, best compromise with great performance, whale-tail looks and character of a classic 911; best with G50 gearbox

Top buying tips

Reference

If you’ve never driven a 911, try a few as they are an acquired taste and cars can vary widely, meaning without experience, it will be hard to spot a bad one. Which model? A good specialist can advise here

Rust

Can rot badly, not until P-reg were bodies fully galvanised; so check all the vital areas plus bulkheads,fl oor battery boxes and screen surrounds for repairs and previous accident work

Engine

Low oil pressure isn’t a major worry (lack of long runs can be) expect 45psi as minimum. Blue smoke at start up and overrun signal valve wear, ratting usually timing chain. Proper rebuilds cost big

Transmission

The G50 is the strongest of the lot and unlikely to give any significant problems (plus can be retrofitted). Again the G50 clutch design is regarded as the best of the bunch with earlier ‘915’ not bad but all wear and a rebuild costs up to £3000

Running gear

Condition of exhaust heat exchangers is critical as it act as heater so allows fumes in the cabin. You’re generally better off without a sunroof as it add weight and don’t work very well as they’re often unreliable and tend to add wind noise