Checklist

1989 - 1997 PORSCHE 964/993

BODY & CHASSIS

Major parts of the 911 structure are zinc-dipped steel or aluminium alloy so rust isn’t a huge problem. Crash repairs undertaken on cars that should have gone to scrap are a bigger issue and on-hoist inspection by a specialist is essential. Rust bubbles at the base of the windscreen pillars can be just that or considerably more extensive and expensive. Other corrosion will likely be due to poor preparation or failure to rust-proof during a repair. The spoiler on cars that have one pop up – or are meant to – at 80km/h so do some freeway running during the test-drive to check.

ENGINE & TRANSMISSION

The flat-six Porsche engine has been with us for decades and offers few challenges for those who know how to maintain and enhance them. Not until the arrival of the 3.4-litre did Porsche miss a serious flaw when amending its flat-six. Fortunately the 964/993 engines suffered from nothing endemic. Even quite serious neglect won’t cause the 3.6-litre major harm but you obviously prefer one that has been serviced in keeping with factory protocols. Oil leaks from around the cylinder heads were cured via a redesigned gasket but check anyway. Look under the luggage-area cover for leaks coming from the oil delivery pipes. Early 964s used a dual-mass flywheel that was said to cause transmission vibration, however it was redesigned in 1992 and it’s unlikely that any of the original units survive.

SUSPENSION & BRAKES

An untried suspension set-up would seem to invite gremlins but Porsche’s MacPherson strut front end revealed no inherent nasties. In practice it worked with less fuss or feedback issues than the traditional torsion bars and provided no new maintenance headaches. Porsche suspension wears of course and a car that creaks, bounces and jiggles the steering wheel more than is normal in a 911 needs professional evaluation. Brakes in Porsches will often be worked hard but unless you plan on using the car on a race circuit the standard rotors and pads are up to the job and replacing them (excluding labour) costs $1500-3000.

INTERIOR & ELECTRICAL

Test all of the interior electrics but especially windows and seats which are at the age where cables are breaking and motors failing. Be very cautious when checking a window that doesn’t function in case the door contains an air-bag. Leather seats in 993s suffer bolster wear and can crack if subjected to sunlight and neglect. Seat retrim kits in correct pattern leather cost $1500 per seat (plus freight) from Europe. It is also possible although not recommended to use leather filler and re-colour the seats for around $200 per side.