997.1 Turbo
WHY IS IT SPECIAL?
Combining old-school 911 design cues with the latest tech, the 997.1 Turbo is a veritable gem of the 997 range. Turbos have always been about blending breathtaking performance with supreme longdistance cruising versatility, and in that brief the
997.1 Turbo excels.
The final Turbo to use a Mezger engine, it was the first to utilise Variable Turbine Geometry (VTG) – famously the first petrol road car to feature the technology. At lower engine speeds the turbo vanes angle, cramming more air in. At higher engine speeds the vanes open. It combines the benefits of using two sequential turbos, as used on the 959, and is the reason behind the prodigious flat torque curve, minus the dreadful lag of the past.
The duality of the Turbo is its strength. Docile when you want it to be, yet unleash the full performance and it instantly turns into a car as senior as the figures suggest. That’s 480bhp and 620Nm of torque, with the majority of that available between 1,950 and 5,000rpm. Launching from 0-62mph takes 3.9 seconds, yet thanks to all-wheel drive and PTM, that sure-footed performance could be utilised in all conditions.
Excellent build quality, material choices and design, balancing classic looks, prodigious performance and a great price point… the 997.1 Turbo is the definition of a useable supercar. Even in 2024.
WHAT TO LOOK FOR WHEN BUYING ONE
“It depends what you’re buying it for,” says Lakeside Classic’s Henry Thomas. “For investment, it has to be the manual gearbox cars, so the first check is always on the engine, checking rev ranges and for over-revs.”
Proper maintenance and service history is vital, says Thomas. Turbo engines are more complex designs, but despite this the 997.1 units are generally good – thanks partly to the proven Mezger base – and don’t cause too much trouble. Because it’s different to the engine in the Carrera, they sidestep the potential bore-scoring issues that were reported on those cars. The variable turbine turbos (VTG) don’t usually suffer problems apart from corrosion to the turbo housings, which is an expensive task to correct.
Thankfully, much of the basics are checks – as on any used 911. It’s a 997, so confirm everything electronic works, which is the most obvious issue that’s typical of the era. “When a car comes in, we’d always verify the mileage, do a rev check, then check it for faults,” Thomas says. Lakeside also measures the paint, which can reveal any paintwork a vehicle may have had since leaving the factory.
What can be common is replacing the front radiators, along with corroded coolant pipes, and power-steering leaks at the rack. Exhaust bolts at the rear can corrode and Lakeside often change those as a matter of course. Brakes, whether the reliable steel system or hefty carbon ceramic, are both typically fine. “In theory, PCCBS should last the life of the car, if used on the road,” says Thomas.
These early Turbos now offer great value against their rabid performance, but can be starting to show their age. Inspect potential cars thoroughly, expect to correct some issues and you’ve got a stellar 911 – one knocking on the door of classic status.
WHY IS IT SPECIAL?
An evolution of its predecessor, externally the
997.2 Turbo brought LED lights, some slight styling changes and the centre lock wheels similar to the contemporary GT3. The real story was what you couldn’t see: for the first time in Turbo history, an all-new engine. A 3.8-litre motor using Direct Fuel Injection (DFI) and VTG achieved the impossible: lowering fuel consumption while nudging performance another 20bhp to 500bhp and torque to 650Nm.
Of most significance is the introduction of the PDK gearbox on Gen2 997s. Used in the 962 at Monza in 1986, but dating back to the 1960s at
Porsche, PDK was described as two gearboxes in one. A dual-clutch system meant two gears were always engaged, each operating on separate shafts, for even and odd (plus reverse) gears. Arguably we had a gearbox that was, for the first time, exactly what we’d all thought an automatic gearbox should be. Lightning-fast changes were now possible, and specced with Sports Chrono, 0-62mph took just
3.4 seconds. Officially, that is. Others have achieved sprint times that start with a two…
A different, more advanced car to the 997.1, the 997.2 Turbo’s bandwidth across performance and composure is greater than ever before.
WHAT TO LOOK FOR WHEN BUYING ONE
Paragon’s Jason Shepherd has seen many 997 Turbos over the years, and says that on the whole they’ve been in really good condition for their age. Much of it is standard used 911 fare to check, but particular issues to look out for are air-conditioning condensers and the coolant crossover pipes “as usual with 997s”, says Shepherd.
“They’re at that age now when they can start to need a refresh, to get them back to really good, if they’ve been properly used,” he reports. “They’re such a good all-rounder that some people did exactly that, and used them,” he continues. Typically, that shows as more-than-usual cosmetic wear on interiors, but also on bodywork if cars have been used every day. Full resprays on cars that have seen significant use, as opposed to simply being cosseted, are sometimes required.
As with 997s in general but of particular importance on a Turbo, all suspension bushes need checking, replacing any that show age. “While the car has such prodigious performance, it needs to be all sorted down there to properly do all that,” says Shepherd.
Although a new design, the engine has aged well and is generally good. Turbo actuators can play up and the link rods can corrode. Brakes can soak up a fair bit of abuse, and PCCB systems are without major troubles, albeit costly to replace. The ceramics tend to be okay, says Shepherd, “unless someone has actually physically damaged them.” PDK ‘boxes have been very good – just requiring regular servicing – and have the added benefit that they negate issues with over-revs, unlike manualequipped cars.
“The problem is if they need a few jobs, the amount it costs to get them right can be quite large,” warns Shepherd. The Gen2 cars tend to be in better shape than the earlier Turbos, and Paragon sees more rough 991.1 Turbos than they do rough 997.2 Turbos. “In the main, if you service them really well, they’re great cars.”
WHY IS IT SPECIAL?
The first-generation 997 GT3 took the recipe of the already great 996 namesake and carried that over. Narrow bodied, but still with the revered Mezger engine means the GT3 is both capable and lithe.
The RS is a step more aggressive. A wider rear body, bigger wing, roll cage, bucket seats, plastic rear window and lightweight flywheel made it faster, yet 20kg lighter. The 3.6-litre, 415bhp motor is as good as you’d expect, with a 7,600rpm redline and a 0-62mph time of 4.1 seconds.
Between the two cars, there isn’t that much to split them. The unfussy, clean lines of both mean they’re perhaps the 997 purist’s GT3 choice, by looks, size and heritage. The RS’S gnarly stance, more aggressive aero and stiffer setup isn’t necessarily better, just ‘more’.
Rather, the question of which is dictated by your intended use. The GT3 is useable every day but then will, at the touch of a button, firm up for the odd track session. The RS is tailor made for the track, possibly at the cost of on-road comfort.
WHAT TO LOOK FOR WHEN BUYING ONE
“A lot can be said about both cars, as they’re very similar – as indeed are both generations,” says RPM Technik’s Greig Daly.
First is crash damage. Many were bought as track cars, so that’s the first thing to look for. They take crashes quite well, so repaired cars are around. Best to check that on a ramp if you can.
Second is to assess the ECU for over-rev incidents. The ECU records when the crank speed hits the limiter, or beyond, breaking this down into one to six bands. These bands record and grade when such incidents occur. Lots of records of lower-band incidents may indicate heavier track use, but the higher bands may indicate more serious concerns, especially if they were recent. “It isn’t uncommon to see front repaints, for stone chip damage, along with the rear wheel arches,” Daly highlights, backing up the track habits of some owners.
Service history is vital, so look for regular attention by a recognised specialist. Lots of owners is common, and not a problem, Daly says. “The engine is very strong, and it’s very rare we see issues. What we do see is lower arm and top bush problems, as that sort of component comes to the end of their working life.” The rubber perishes, basically. They can be quite expensive jobs to do, so the cost to refresh large areas can add up. “Sometimes we see corrosion, as they’re not undersealed. Typically that’s the start of surface rust, or just onto the chassis rails. It isn’t a crisis, and can be repaired.”
Brakes are very good. Daly says the steel setup is absolutely solid, but he does point out that it’s PCCB cars which can report issues – largely instances of delamination. “Replacement is the only fix,” warns Daly, “but that’s expensive at around £25-30K.” The 19-inch tyres they wear can be hard to source, so think ahead for replacements, he advises.
YEARS ON SALE: 2009-2012
PRODUCTION NUMBERS: 3,500 (COMBINED) 2024
PRICE RANGE: £99,000-£159,000
WHY IS IT SPECIAL?
Mezger. Manual only. Hydraulically assisted steering. Arguably the last model to offer the best of everything. It’s all enthusiasts would want in an already driving-focused car. That ‘more of everything’ is partially down to an update of the old engine, taking it to 3.8 litres, a screaming 7,900rpm at 435bhp, and 8,500rpm redline.
Mechanicals aside, the difference over the 997.1s is really aero. With those improvements in downforce comes slightly fussier looks, with front wheel arch extensions, a larger spoiler and more in-your-face graphics. The regular GT3 is more understated, but the keys we’ll all fight over will be for the RS.
The later cars are considered to be everything we love about the 911, and in the case of the RS, more so. This RS isn’t just a great 997, it’s one of the greatest 911s, full stop. Trumped only by the Mezger’s 500bhp finale in the RS 4.0, the 997.2 GT3 RS is the peak of involvement and the attainable zenith.
WHAT TO LOOK FOR WHEN BUYING ONE
“The differences between the cars is so small, there’s not much that’s different to mean it goes wrong,”
advises RPM Technik’s Greig Daly. Echoing the previous advice, the track focus may mean some cars have had harder lives than others. Some were bought as experience cars, so cars with a low number of owners yet higher mileage may suggest, but not define, harsher times out on the tarmac.
“Thankfully, the DFI engine is, generally, brilliant, and we don’t tend to see issues,” says Daly. Clutch replacements tend to opt for the 4.0 RS lightweight clutch and flywheel, and it’s a similar story with the LSD, which also get upgraded because you can access the plates. Gearboxes tend to cope well with hard use. ECU interrogation at a specialist is advised, to confirm that the engine hours’ figure explains the mileage, and for the all-important over-rev incidents recorded during the car’s life.
They’re mechanically simple, which makes them reliable cars. Daly points out that many problems can be fixed easily, unlike complex later models.
Note that as reliable and proven as the drivetrain is, service history is vital – and from a specialist who understands them.
The LED rear lights can start to let water in, causing condensation. “There’s no fix for that, just replacement – at £800,” says Daly. The exhaust is titanium and can stress crack. Although it’s possible to repair it, RPM Technik don’t. Instead, they replace it, which is a pricey £7,000 job. Front radiators should always be checked for road damage or corrosion, as with any 997. All in, these proven, sought-after 911s are a reliable tool that, if cared for, will still be as engaging and involving for many years to come.