NEW WORLD ORDER
The 996 is a forward-looking Porsche icon.
Revolution in less than four and a half metres. The wraps came off the new 911 at the 1997 Frankfurt Motor Show and the world stood in shock. Here was a Porsche like no neunelfer production car to go before: the new arrival was equipped with a fresh platform, interior and – most shocking of all – a water-cooled engine. From its faired-in headlights to the high, rounded rear bumper, the 996 Carrera radically adapted the 911 concept for a new generation of sports car fans.
The 996 came at a pivotal time for Porsche, which had endured weakening sales throughout the early 1990s. Something needed to change. The 1993 Detroit design study by factory curve creators, Pinky Lai and Harm Lagaay, pointed the way forward. A two-seat roadster with smooth, constantly varying lines and headlights following the front end in a complex S-shape, the Detroit soon became the 986 Boxster and heavily influenced the 996 Carrera. Critics praised the novel styling of both models, but the newcomer’s real innovation lay beneath its skin.
There’s no escaping the water-cooled engine. It stole headlines when the 996 was new and, even today, causes many Porsche purists to give the model a wide berth. Smoother, quieter and more environmentally sound than the air-cooled units of yore, the M96 engine also features the first four-valve head in a production 911, as well as Variocam, a system designed to adjust camshaft timing to further reduce emissions and increase power. The 3.4-litre flat-six was a technical marvel back then and still holds its own today, producing 300bhp and 258lb-ft in its original application.
Other running gear is developed to match. Advances include wider tyres, bigger brakes and a cast aluminium refinement of the 993’s multi-link rear suspension, all combining to produce a smooth-driving 911 that handles with an easy consistency no air-cooled car can match. Despite all these changes, a 996 Carrera even manages to lose fifty kilograms over its predecessor, tipping the scales at 1,317kg.
An entirely new bodyshell and chassis form the heart of the 996, creating a car that’s lower, slightly wider and twenty centimetres longer than the
911 it replaced. The high-strength steel construction also improves safety — the metalwork is forty-five percent stiffer than that of the 993 — especially after Porsche added further side impact protection in 1999. A much-improved interior features, correcting the offset driving position of air-cooled cars, providing more space and adding a reach-adjustable steering column. With since-familiar overlapping dials and curved surfaces, the 996 left the sharp edges of earlier 911 dashboards squarely in the past.
Early reviews were rapturous, leading the 996 Carrera to win accolades around the world for being “the best sports car of 1998”. Some magazines crowned it “the greatest driver’s machine of 1999” and more than one title compared the new 911 with the Ferrari 360 Modena. Hitting 60mph in 5.2 seconds and powering on to 174mph, the Porsche certainly had the performance to fight Italy’s supercars. Before long, though, opinions began to change. The 996 was suddenly considered too competent, too refined and its once-praised appearance was now “ugly” and “soft-edged”. Values began to tumble. For buyers today, the good news is that the price of hopping into a 996 remains low. NEW TRICKS 964 and 993-generation 911s enjoy growing classic appeal, while the twentyfirst century 997, 991 and 992 offer ever-increasing power and technological capability. As the genesis of the watercooled 911, the 996 sits between these two eras in the timeline of Porsche’s flagship model. It’s a place many sports car fans are guilty over overlooking. The 996 delivers similar performance to its immediate successor, with a dose of 1990s nostalgia for good measure, yet remains the very cheapest 911 available. High mileage, privately offered cars start below juts £12k, while a budget knocking on the door of £17k gives buyers an impressive range of cars to choose from.
Watch the market carefully and you can find a basic 996 Carrera combining all of the most desirable features and optional extras. Seán Matthews did just that to find his 1999 Guards Red machine. Pre-2000 cars like his benefit from a cable throttle, combining with the standard six-speed manual transmission to give a level of mechanical feedback that’s prized by enthusiastic drivers.
Seán’s car has the looks to match its driving experience, pairing the clean lines of the optional sunroof delete with the aggression of Porsche Aerokit
BBS LM F1 CHAMPIONSHIP ALLOYS MANUFACTURED BY THE COMPANY’S JAPANESE SUBSIDIARY AND RARELY SEEN OUTSIDE THE LAND OF THE RISING SUN
styling. Developed from Carrera Cup cars and predating the similar visual treatment applied to the GT3, this attractive package delivers a deeper front lip, full length side skirts and a higher, fixed rear wing with an integrated third brake light. Wellingborough-based automotive refinishing firm, Colourkraft, recently repainted the body kit and added multiple layers of lacquer to keep Seán’s 911 looking its best. Inside, the car enjoys the ruched extended leather package and deviating red stitching for complete luxury, further enhanced by an aftermarket Alcantara trim of the steering wheel.
The car set Seán back £20k, but it’s been worth every penny. “It’s my perfect 911,” he says. “The previous owner paid £14k, but I didn’t buy a 996 as an appreciating asset. There aren’t many Carreras in this specification and it suits me perfectly.” Values have been rising steadily as a new generation of marque enthusiasts has been buying the 996, it being the 911 of their formative years. “I was studying for my GCSES when the 996 was launched,” Seán recalls. “A silver Carrera drove past me every day as I walked home from school. The car looked so futuristic, so space age. The 996 has a unique look among 911s. I’ve loved the model ever since setting eyes on the silver stunner of my youth.”
As founder of Renneleven — a fastgrowing Instagram hub for 911s old and new — Seán stands at the heart of this new demographic. As is the case with all 911s, community is key to how these cars are enjoyed, yet the modern, versatile and affordable 996 platform lets enthusiastic owners express their individuality without concern for negatively impacting the value of their cars, as might be the case if toying with an air-cooled classic. Some 996 owners increase performance with bored-out engines and uprated running gear, others drop their Porsche low over eyecatching alloys to intensify the styling. Many, Seán included, take a middle way, combining the two approaches. RUBBER SOUL Like any ageing performance car, a 996 Carrera benefits from specialist analysis and the rectification of any existing issues before a new owner starts making changes. To this end, Seán immediately replaced all four tyres with new Michelin Pilot Sport 4s and commissioned independent mobile consultant, Porsche Inspections, to identify areas in need of attention.
The team picked up a leaking main rear seal and droning clutch, prompting a visit to marque specialist, DW Performance, for extensive maintenance. Alongside an as-original replacement clutch, the company’s technicians also installed a European Parts Solution intermediate shaft bearing kit, which uses a 15mm cylindrical bearing to separate internal loads, providing owners with peace of
mind and the ability to enjoy plenty more smiles to the mile.
With the car protected against two major mechanical worries, Seán couldn’t miss the opportunity to start upgrading. The car already made use of a Top Gear cat-back exhaust, giving the 3.4-litre flat-six a harder, louder edge, but he wanted the responsiveness to match. A Sachs lightweight flywheel is the perfect fit, tipping the scales at less than half the mass of the original part to help the engine rush through the revrange. “I wanted a throttle I can really blip on the downshifts,” he tells us. “The flywheel makes a dramatic difference. It makes a real racket too, but I like that! To my mind, the sound makes the car even more individual.”
Bilstein B16 PSS10 coilovers (one of several aftermarket choices for the 996 Carrera) offer a similarly sharp handling response. They’re a modification Seán planned before he’d even bought his 911. “I can’t help but think the 996 looks like it wants to be a Cayenne when left at its factory ride height!” he laughs. “There’s too much arch gap as standard for my liking. I’ve loved the Bilstein B14 and B12 kits I’ve fitted to my previous cars and with nine clicks of variable damping force and a 30mm range of lowering ability, the B16s can adjust a 911 to its driver’s exact tastes.”
Pete Leason and Chris Franklin at Porsche chassis configuration specialist, Center Gravity, completed the setup, tailoring the car to sit as low as possible while handling as though it had just left the factory. “Pete and Chris corrected the dead zone I’d been feeling in the steering immediately after I bought the car. Their whole process for getting the best out of a Porsche’s suspension is fantastic.” A 40mm drop in ride height matches that of the optional X74 sports suspension package Porsche offered from the factory. Unshakable cornering and enviable stance is the result of Center Gravity’s work.
Choosing the right aftermarket wheels and tyres can bring out the best in the 996’s shape. Seán has settled on a set of BBS LM F1 Championship Edition gold alloys. Manufactured by the company’s Japanese subsidiary
and rarely seen outside the Land of the Rising Sun, these rims were only produced in Porsche fitment between 2007 and 2008. A set of N-rated Michelin Pilot Sport 2 black circles complete the transformation, with fitting and balancing carried out during a recent visit to RPM Technik. HORSES FOR COURSES Every journey in a 996 is special, but the Carrera offers more flexibility than its track-ready GT3 and GT2 siblings. “I wanted the everyman sports car, and that’s exactly what I’ve got in the 996 Carrera. I can use this Porsche to pootle, it’s a well-built 911 and it lets me play when I want to enjoy spirited B-road blasts.” Twisting roads give the driver a chance to measure those three-hundred ponies against uniquely 911 handling. “There was a sense of fear when I first got into the driving seat of my 996,” Seán reveals. “I have to brake so much earlier than I’m used to doing in other cars, but I can apply the throttle a lot sooner. I’m learning to push the car more, exploring its true performance potential.” Clearly, fast fun in a 996 needs just as much nuance and experience as in any other generation of the evergreen 911.
Upcoming improvements will make this ravishing red Carrera even better, refining the 996 to suit Seán’s idea of the perfect 911. Starting in the cabin, he’s planning to fit a Porsche Classic Communication Management head unit and a set of red seat belts manufactured by Quickfit Safety Belt Services. Recaro Pole Position front seats will be trimmed in the same hue. Naturally, choice mechanical changes are planned, not least an RPM Technik plate-style limitedslip differential for sharper handling. A Top Gear 200-cell exhaust x-pipe and equal length headers will up the volume and complete the build.
Drop the pace or park up and even the cheapest 996 provides the full Porsche ownership experience. “This 911 has become something that really drives my life and has definitely helped with the growth of Renneleven on Instagram.” There’s a far more potent personal side to Seán’s ownership experience, too — he bought his Carrera after the death of his father, following the advice of his late mother. “She always told me to do what really makes me happy, and that those experiences are worth more in life than wealth. When I grabbed the keys to my very own 996, I was overcome with joy. £20k is a snip to feel like that.”
You too can feel the same excitement and, pleasingly, all for a bargain price. Optional extras, different models and facelift changes combine to give the 996 range remarkable diversity, meaning there are examples out there to match your unique requirements. A Carrera offers rear-drive thrills, the allwheel drive Carrera 4 adds a layer of security and the Turbo-bodied Carrera 4S provides the ultimate M96-engined experience. The choice between coupe, cabriolet and glass-roofed Targa variants adds even more choice, as does the split between manual and five-speed Tiptronic transmissions. And to think, all that variety in a model that helped save Porsche and set a direction the 911 still follows today. Dismiss doubting naysayers — the 996 is the Porsche that really can do it all.