DAVID STEVENS
When shelling out for a Porsche powered by an early watercooled flat-six, it pays not to be impulsive. That said, if you do decide to buy the first 996, 997 or same-age Boxster/cayman you see, ensure you conduct a few M96/m97-specific checks and, if at al
My journey toward owning a 911 started at a TVR club meeting at Goodwood in 2013. As I was waiting in my car for other members to arrive, a silver 996 pulled up. Being a little surprised at the presence of a Porsche at a TVR event, I took time to compliment the owner on the look of his car. “I’ve just bought it,” he replied. “How much do you think it cost?” Looking at the pretty Porsche before me, I assumed circa £60k. “Thirty-eight grand!” he beamed. When I arrived home later that day, I immediately fired up the internet to search for a 911 to call my own.
When interested in buying a car you’re not familiar with, be sure to join the appropriate owners club. Its members will share opinions on the pros and cons of the model you’re interested in acquiring. Error number one: I did not do this. My wife has always told me I’m impulsive and don’t think things through. I’m inclined to reply “well, I married you and things worked out,” but over the years, I’ve considered this as, possibly, an unwise move.
After my own investigation, and after time spent back-sliding in my TVR, I determined my ideal 911 would be four-wheel drive, a coupe with sunroof (or a convertible, following many years enjoying wind-in-the-hair touring), a car equipped with integrated satellite navigation (I was tired of folding maps in the TVR and trying to find hotels in the dark) and a full service record. Here comes error number two.
Having come across a dealer unknown to me, I was taken with a 2006 997 Carrera 4 being advertised for sale. Only 65k miles from new, one owner, a sunroof, sat-nav, Park Assist, Comms Pack, multi-function steering wheel, rear wash wipe, custom leather upholstery, gorgeous black paintwork, a six-month warranty and an offer of part exchange for my BMW 325 against an asking price of £24k meant I fell in love with the car at first sight.
Sadly, after four weeks of familiarising myself with the all-pawed 997 I would go on to name Black Betty, electric door mirror functionality failed. Naturally, I contacted the seller, who promised to rectify the problem, only for me to discover the firm had gone into receivership. Later, I received a letter from the company’s administrators telling me any claim I made would be taken forward, but that there was a very long line of debtors ahead of me. A word of advice: always consider the permanence of any dealer you buy a car from.
A short while later, I joined Porsche Club GB and The Independent Porsche Enthusiasts Club (TIPEC) and got chatting to fellow owners willing to share their buying and ownership experiences. Some of the guys I spoke to offered to inspect my new toy. Several sharp intakes of breath later, I was aware of strange acronyms (such as IMS and RMS), as well as horror stories about cylinder bore scoring. Some of these enthusiasts told me tales of owners who had experienced related engine failure, though I thought it odd nobody could call upon first-hand experience. “I know someone who knows someone whose 997 suffered a busted flat-six,” was the theme of what I was being told.
Regardless of the service history supplied with my Carrera 4, I invested in a full service at a Porsche main dealer. “All is well, but have you considered IMS and RMS replacement for peace of mind?” I was asked. I was now ready to start signing my name as Concerned of Sussex.
Soon after, I became aware of a dedicated 997 technical manual authored by Adrian Streather. Some seven-hundred pages of data, illustrations and informed comment included a chapter on “pesky engine problems”, outlining whether the much talked about failures of early water-cooled flat-sixes are fact or fiction. As far as RMS (that’s Rear Main Seal, in case you were wondering) is concerned, Streather confirms the part — installed to stop engine oil leaking from the crankcase at the rear — was replaced by a PTFE seal from 2005, thereby curing any leaks. As far as IMS (Intermediate Shaft) bearing seal failure is concerned, an online report I read — and recently confirmed in these very pages by 911 & Porsche World editor, Dan Furr — highlights flat-six engine number 68509791 onward featuring the larger revised IMS seal installed at the factory. Phew! My Carrera 4’s engine number is 69609280.
At the time of writing, Black Betty has completed more than 125k miles with no drips of oil or mechanical issues. In fact, my 997 doesn’t use any oil between services and, as stated by the PCM trip computer, averages 27mpg. Things could have been very different, though, which is why my advice is for you to check for a completed service record and to try and obtain a reading from the ECU to demonstrate whether rpm abuse has been recorded on your prospective purchase. After buying, ensure you change the oil and filter at least once a year (or no later than 10k-mile intervals), regardless of distance covered. Also, allow the engine to reach normal operating temperature before driving hard and, if at all possible, never allow your 996, 997 or same-age Boxster/cayman to warm up when left stationary — you’ll want to avoid periods of ‘cold start fuel enrichment’ and short journeys, where a rich mixture and excess fuel can dilute the oil, contributing to bore score.
I wrote this column for the benefit of future 911 owners considering the purchase of a 997, but are worried about stories of woe published on forums. I’m a hugely satisfied owner and plan to enjoy many more miles of enjoyable driving.