2006 997 C2S
Unveiled in 2004, the base model 997 Carrera 2 was broader at the rear by 3.5in (88mm) than the preceding 996 C2, but, more significantly at the time, its headlights were reminiscent of the old air-cooled 911’s, which many felt realigned the 997 with the classic 911 appearance. Its build quality is certainly superior to the 996, and some argue that the 997 is the best water-cooled 911 you can buy. And, like the 996, there are also Targa and Cabriolet versions, plus of course GT2, GT3 and Turbo iterations, though the fresh-air jobs will be comparable in price to our subject car. The 997 C2S was £65K at launch, so to lose half that in 12 or 13 years’ depreciation doesn’t seem unreasonable.
This early 997 is an S, and therefore powered by the 355bhp 3.8-litre version of the water-cooled flat-six, rather than the 3.6 of the non-s. As a cautionary note, we should mention that this engine can suffer from bore scoring as well as IMS bearing failure, so it is an important question to ask of the vendor whether he’s prepared to allow an inspection pre-purchase, because repair is prohibitively costly. One specialist of our acquaintance, Joff Ward of Suffolk-based Finlay Gorham, is not shy of buying in 997 Ss that have experienced engine failure, rebuilding their flat-six motors and selling the cars on – for around today’s benchmark price – with the assurance of renewed mechanical integrity. Autofarm is another well-known firm that specialises in IMS bearing replacement, employing roller bearings rather than ballbearing races. Still, such failures are happily rare, and rectification another story. Suffice to say that RSJ Sportscars who’ve provided today’s 997 have over thirty 997s in their showroom, C2s and C4s, both first and second series cars (also known as gen 1 and gen 2), and all their cars are sold with a full year’s warranty. Priced at £29K, the one they’ve lent us here is at the lower end of their price spectrum. It is a very fine car, nonetheless, unmarked, and a good example of a second generation water-cooled 911.
It’s finished in Arctic Silver with Ocean Blue leather, and it’s done 57,000 miles. While the 996 controls have a basic simplicity to them, the 997’s switchgear is more complicated. Transmission is via the fivespeed Tiptronic shift, though one might prefer to drive a manual six-speeder to achieve the impression of having total control. It’s blessed with climate control, PSM, PASM (which means active suspension), satnav, PCM 2 Sound plus (sophisticated audio), rear parking sensors, Litronic headlights, and 19in wheels. On our B-road-like test track, it’s a sublime drive, highly efficient at covering the ground, and untroubled by twists and turns, no matter how fast they’re taken. It turns in and sticks to a given line, handling is controlled and composed, and it’s taut and positive, the C2 chassis providing excellent steering feedback and an agreeable ride. Even in its rear-drive only configuration it’s as secure a driving platform as you could wish for. It’s the right mix of modernity and comfort in the traditional 911 coupé shape, endowed with a hit of zap for the driving adventure. And it’s a Porsche you can use every day, including the school run (till they get too large!).