AIR AND WATER
Pairing a modified 993 with a 996 C4S.
The boundary between classic and modern Porsches isn’t so much a matter of style, rather a matter of coolant. Pairing a 993 with a 996, we get up close and personal with fantastic examples of the last generation of air-cooled 911 and the first wave of water-cooled models…
Feeling flush? Let’s assume your budget runs to fifty grand. This will enable you to access the last of the air-cooled 911s (code designation 993) and any number of water-cooled variants, including superb top-end 996 and 997 models, such as Turbos. Of course, if you’re not hellbent on driving a classic Porsche, and owning one with forced induction isn’t a deal breaker, you don’t need to spend anywhere near that sum to get behind the wheel of your very own 911, which is why we’ve paired fantastic examples of the 993 and lesser-priced 996 for your delectation. And, for the benefit of those of you new to this game, we’re going to outline some of the pros and cons of each Porsche. In truth, there aren’t many cons.
Let’s start (and fall deeply in love) with this gorgeous Arena Red 993. No amount of modern Porsche, such as the gorgeous grey 996 Carrera 4S in attendance, can shake that, surely?
Here’s the history bit. In 1993, the year of the 911’s thirtieth anniversary, the flagship Porsche received its second major external makeover, resulting in the 993. The model’s codename doesn’t appear on bodywork or even in official literature, but is cast on the crankcase, defining the factory’s type number and prefix for spares. It’s the final incarnation of the air-cooled 911 and, as such, the last of the old-school Carreras.
The 993 has all the plus-points of its predecessor’s running gear
and, stylistically, its sleekly rounded curves grow on you. Although the 964’s traditional front wings — with their stand-up headlights — have been suppressed and the prominent bumper panels kneaded to nothing front and rear, the 993 still manages to perpetuate the classic 911 body shape. Back in the mid1990s, traditionalists either lamented the design upgrades or grudgingly admitted that, at last, the 911 shape had achieved a homogeneity of form lacking in the successive concertina-impact-bumper models. Now firmly ensconced in classic territory, the 993 is the antithesis of its water-cooled successors.
The 993’s 3.6-litre flat-six developed 272bhp, rising to 285bhp in its final Varioram form, and was offered with six-speed manual or Tiptronic gearbox, in two- or four-wheel drive format. Available as a Coupé, Cabriolet or widebodied Carrera S and 4S, the 993 range ticked all boxes, spawning a quartet of exotic versions in the 408bhp Turbo, the 430bhp GT2 racer, the Carrera RS and the
Carrera RS Clubsport. The 993 Cabriolet was released in March 1994, with the all-wheel-drive Carrera 4 appearing in August that year and, at this point in time, the two-wheel-drive Carrera was offered with optional Tiptronic transmission. The 993 game-plan was raised a notch in February 1995 with the appearance of the aforementioned 274-unit Carrera RS, its 3.8-litre engine with Varioram inlet ducting (as documented in last month’s issue of 911 & Porsche World) pushing out 300bhp. From August 1995, all
3.6-litre 993 engines were equipped with Varioram induction, together with larger intake and exhaust valves. A month later, the innovative Targa debuted, complete with its innovative sliding glass roof (a long-lasting re-imagining of the original Targa concept), together with the wide-bodied Carrera 4S. A further year on, the similarlooking, wide-body, rear-drive Carrera S pitched up.
PERFECT BLEND
The Carrera 4S boasted the chassis and suspension of the Turbo, including the wider body and Turbo-style eighteeninch wheels. It was, in essence, a 993 Turbo with the regular Carrera chassis, but without the turbocharged engine (shades of Carrera 3.2 Supersport). The fixed Turbo rear spoiler was optional, but most seem to have the model’s unique split electric spoiler. The later Carrera S was released to boost sales of the 993 prior to the arrival of the new 996. Turbo wheels were optional. Many enthusiasts buy these Turbo-bodied cars — dressed as they are with broad rear quarters — for aesthetic reasons, and they are accordingly more expensive on today’s used car scene.
The 993 Turbo’s 3.6-litre engine develops 408bhp and uses the same four-wheel-drive transmission as the naturally aspirated Carrera 4. The rear wings are a little wider, the front apron has a more aggressive look — with additional brake cooling vents — and it has a fixed whale-tail spoiler accommodating the intercooler. If all these variations on the 993 theme and specification seem bewildering, be aware production of the base model Coupe and Cabriolet ceased in September 1997, while the Carrera S and Carrera 4S models continued into 1998. In any case, Turbo and GT models are outside the remit of our comparison. And there’s an overlap, because by now, the water
THE 993 WAS THE LAST 911 TO BE BUILT BEFORE THE ENTIRE ASSEMBLY LINE AT ZUFFENHAUSEN WAS REINVENTED TO CUT COSTS AND INCREASE PRODUCTIVITY
cooled 996 and first-generation Boxster were in production.
Back in 1993, the 993 was a visual revolution in the canon of 911 aesthetics, as well as being technically innovative. In-house stylists, Richard Soderberg and Tony Hatter, re-vamped the 911 body to the extent that only the roof was carried over from the earlier 964. The reclined poly-ellipsoid units enabled lower-set, broader, more rotund front wings. Between them, the bonnet was set slightly higher at the front in the interests of providing marginally greater load space, merging with the correspondingly bulbous front bumper. The new headlights transformed the 911’s previously marginal lighting, relying on the reflector, instead of the lens, to focus the beam from twin halogen bulbs. The 993’s rear wings were broadened out to promote a heftier, more pugilistic stance and, as was the case at the car’s nose, the rear bumper was integrated with the overall lines, rather than an obvious addendum. The 50mph pop-up spoiler retracting at 5mph was a more flushfitting version of the 964’s appendage, while the rear reflector strip and taillights were narrower.
One of the greatest assets of the 993 is its build quality. You shouldn’t hear any rattles or squeaks from loose trim. This is because the 993 was the last 911 to be built before the entire assembly line at Zuffenhausen was reinvented to cut costs and increase productivity. 993 bodyshells were hot-dip zinc-galvanised, ensuring serious corrosion isn’t an issue (unlike previous 911s, it’s rare to find a rusty 993) and, if you’re on the hunt for a 993 to call your own, bear in mind the 285bhp Varioram-equipped models dating from August 1995 are the most desirable, certainly as far as outright performance is concerned
— if the designated year letter in the chassis number is R or S, then you’re not looking at a Varioram car, unless it’s had a transplant, though Varioram paraphernalia is fairly easy to identify in the engine bay (again, grab a copy of last month’s issue of 911 & Porsche World, which you can order by hopping online and visiting bit.ly/issues911pw), with the manifolds of some such kitted 993s (though not all) displaying Varioram script cast into the part.
SHELL SHOCK
The chassis number can be found on the left-hand side, inside the windscreen, and is also registered on a label on the right-hand door-shut. There should also be another label on the underside of the bonnet — be suspicious of repaired
accident damage if it isn’t present — and in the front compartment, stamped on the bodyshell, just ahead of the fuel tank. Frustratingly, not all 993s made use of an on-board computer, which would make me think twice about buying one without, not least because I rely on it for telling me the outside temperature (-0° denotes ice on untreated roads) and an accurate account of how many miles are left in the fuel tank.
The six-speed G50-based gearbox is tough and shouldn’t baulk anywhere, even second and third gears, and is best assessed in motion when the mechanicals are hot. If you’re looking at a Carrera 4, remove the forward underbody panel to check the front differential and steering rack for oil leaks. Be aware of the fact a 993’s clutch can last anywhere between 30,000 and 50,000 miles. Check the car’s history for details of renewal. You can tell if the clutch is worn — if the pedal feels heavy, and especially if it slips or judders when you drive off, assume a replacement part is in order. Budget accordingly.
The 993 is fitted with the elegant Lightweight-stable-agile (LSA) multi-link rear subframe, incorporating double wishbones, reducing the effects of liftoff oversteer. Up front, the Macpherson strut-based system is lighter than that of the 964. Of course, twenty-five years following the close of 993 production, most faults will have been addressed — rest assured owners have always tended to be wealthy enough to maintain their cars fastidiously. As for the driving experience, over the years, I’ve handled a number of 993s, including a Turbo, a Carrera S, a Carrera 4 and a Carrera 4S with an X51 factory performance upgrade. The unexpected pick of the bunch was the seemingly innocuous Carrera 4. One of the positives about the rear-drive Carrera is that it turns in smartly, which means I can brake late going into a corner and get through the turn with a nice degree of agility. The Carrera 4, however, proved itself the easiest of the quartet to drive, being compliant, well balanced, easy revving. If you want an easy-life 911, then this would fit the bill. It’s a 993 feeling taut, it drives well and A-road performance is perfectly adequate. This, I had to remind myself, was a standard car.
I generally love the grit of a feisty hotrod, but there was no getting away from
it, the Carrera 4 was the most rounded candidate of this quartet. Our stunning feature car, owned and developed by serial 911 modifier, Paul Petherick, is a thoughtfully modified Carrera, worked on extensively by GCR Central Porsche Specialists. Its cabin is enhanced by the fitment of Recaro Sportster CS seats re-trimmed in Mocha by Leicester-based Autotrim Systems and upholstered in Bridge of Weir leather throughout. There’s a Justin Placek leather horn push, an aluminium gear knob by Function First Performance, orange seat belts, a Blaupunkt Bremen SQR retro-look DAB head unit, plus a Rockford Fosgate amplifier and matching speakers. An FD Motorsport Golden Rod short shifter is installed and, lastly, a MOMO MOD.07 steering wheel. The running gear currently makes use of Michelin Pilot Sport 4S tyres on Breyton Design GTSR-PR wheels, KW Variant 3 coilover dampers and a Brembo big brake kit. The exhaust is a Fabspeed RSR system. As mentioned earlier, the 993’s headlamps were streets ahead of those fitted to the 964, but here, they’ve been swapped for Flat 6 Illumination LED units turning night into day. Body-wise, this beautiful 993 sports Carrera RS air ducts in a Turbo front bumper. All 911s are excellent platforms for personalisation, and this is abundantly clear here: there’s absolutely nothing not to like, and all of Paul’s updates are reversible to standard specification if required.
Three decades on, it’s difficult to shed any tears for the demise of the air-cooled 911. That said, at the time, connoisseurs thought the world had ended. Yet, it was the swap-over to liquid cooling and a far more mass-produced model line-up that saved Porsche’s bacon. Financially, the company was in big trouble and would have almost certainly gone under had it not been for a communal platform for development of the 996 (at least as far back as the windscreen) and 986 Boxster, with shared running gear helping economies
WATER-COOLED CARRERAS WERE INTRODUCED IN 1997 WITH THE ARRIVAL OF THE 996, HOT ON THE HEELS OF THE THEN SURPRISINGLY SIMILAR BOXSTER
of scale enormously. Sales rose dramatically and, before long, Porsche was out of the woods.
FRESH START
Let’s address the other side of the coin: the water-cooled 911. Many will have you believe it was an extremely brave move of Porsche to introduce a completely new model line of watercooled cars, abandoning its stockin-trade air-cooled machines dating back to the firm’s inception. At the same time, Porsche dropped its frontengined, water-cooled transaxle family of products entirely, but the truth of the matter is progressively stringent emissions and noise regulations, as well as environmental concerns, gave our favourite manufacturer little choice.
In financial terms, it was undoubtedly the way forward, and to further improve the 911’s refinement and performance, there was no alternative. But still, the organisational shift from one production methodology to another, the admin, the marketing logistics and implementation, were nothing short of colossal.
Water-cooled Carreras were introduced in 1997 with the arrival of the 996, hot on the heels of the then surprisingly similar Boxster. While the Boxster takes the form of a mid-engined, drop-top, two-seater roadster, however, the 996 followed the same basic format as the traditional 911, being a coupé with rear-mounted engine. Even more derivatives, including fourwheel-drive, Cabriolet, Turbo and GT3, would arrive in quick succession. Purists gave the new arrival a hard time, though
— few Porsches polarised enthusiast opinion as markedly as the 996 Carrera. Its 986 Boxster stablemate trod new ground (albeit influenced by Porsche’s racing cars of the 1950s and 1960s and, of course, the 914), while the 996 sought to reinvent the 911. Propositions don’t come more audacious than that.
Unveiled at the Frankfurt Auto Show in September 1997 and on sale from late autumn that year, the 996 was, from the outset, a love-it or loathe-it 911. And, unsurprisingly, given fifty years of air-cooled antecedents, many Porsche buffs were prepared to loathe the 996 with an almost sectarian fanaticism. Air-cooled die-hards considered it to be little short of an abomination. Never mind the fact it looked a bit like an overbaked 993, or that, from the front,
it looked very much like its Boxster sibling. Never mind how it maintained the marque’s tradition of a rear-mounted flat-six powerplant. What really upset naysayers was the fact the 996’s engine was water-cooled, even though the 924, 944, 968 and 928 had been chilled that way, the line stretching back as far as the mid-1970s. Away from the din of complaint, it was clear to see the 996 was as modern, as contemporary, as aesthetically stylish and, above all, as fresh as Porsche devotees could have realistically hoped for. This was a 911 with just the right blend of restrained aggression and timeless elegance to make it appear as much at home on the streets of Knightsbridge as at the Nürburgring. Little wonder, by the time 996 production ended in early 2005, the 996 had sold well over 150,000 units of all its derivatives. On a corporate level, in consort with the 986-model Boxster, the 996 transformed Porsche from its mid-1990s status as one of the world’s most endangered independent car companies to the most profitable of them all, certainly as far as per-unit sales were concerned.
The 996 was no slouch, even in base 3.4-litre format. The first water-cooled 911 went from standstill to 62mph in 5.2secs and on to maximum speed of 174mph, allied with flawless brakes and a poise that belied a quarter tonne of engine slung out behind the rear wheels. It sounded good, too. Here was a 911 you could drive every day in all weathers, and which, with 10,000-mile service intervals, wouldn’t cost an arm and a leg to maintain. Now, as in its heyday, there’s a 996 for everyone, including mainstream models and premium priced specials, but let’s wind up the historical stuff before looking in detail at our subject car, the 996 Carrera 4S.
TIPPING POINT
The original 996 Carrera was launched in rear-drive only, with either a sixspeed manual gearbox or a five-speed Tiptronic S automatic, a superb system sometimes unfairly maligned. The allwheel-drive and PSM (Porsche Stability Management) equipped Carrera 4 arrived in 1999, closely followed by the rear-drive and manual-only GT3. That particular
masterpiece was followed a year later by both the 420bhp all-wheel-drive 996 Turbo and, to celebrate the new century, the limited-edition normally aspirated 996 Millennium. In early 2001, the 462bhp twin-turbo GT2 was released, featuring Porsche Ceramic Composite Brakes (PCCB), and in 2002, picking up where the 993 Targa left off, the glassroofed 996 Targa appeared, complete with its intriguing semi-open-top configuration, where a glass roof panel retracted into the rear screen, which also doubled as a handy hatchback.
Here’s the kiddie, then. The 996 Carrera 4S was introduced in 2001 and consisted of a normally aspirated 3.6-litre boxer installed in a 996 Turbo body, along with the Turbo’s bumpers, beefed-up brakes and running gear, incorporating all-wheel-drive transmission. Wheels and tyres were also the same as those of the Turbo. At launch, the Carrera 4S represented a premium of £2,610 over the narrow-bodied 996 Carrera 4, which, today, seems like money well spent, such is the exalted perception of a macho, wide-hipped 996 over a narrow-body. The example on the pages before you is a super-low-mile minter owned by Chris Burt, a 911 & Porsche World reader with a long line of 996s to his name, though this is the first he’s owned with Tiptronic S semi-automatic transmission. A surprise find when he was buying an equally immaculate Volkswagen for his son (“after agreeing a price on the VW, the seller, an elderly gentleman who was hanging up his driving gloves, asked me if I’d like to see the immaculate 911 sitting in his garage — needless to say, I couldn’t resist making an offer and ended up coming away with two cars instead of one!”), the 3.6-litre stunner is one of the very best 996 Carrera 4Ss we’ve seen and benefits from a coat of
OEM Seal Grey, a colour taking years off the 996 design. It’s the shade we’d hold out for. Intriguingly, Chris’s 996 is a C98code (Cyprus) car, originally supplied by Porsche Centre Nicosia, but to full C16 (UK) specification, suggesting a tax-free sale to military personnel stationed in the region. Two years later, the car found its way onto the forecourt of Porsche Centre Bournemouth and, just a few weeks ago, into Chris’s garage. Impeccable service history shows the car to have been taken care of at Ramus Porscha in West Bromwich, as well as Northway Porsche in Reading, Porsche Centre Newcastle and SVP in Droitwich.
Here’s how the 996 Carrera 4S feels in practice. Compared with the rear-drive Carrera, the all-wheel drive model feels stern and taciturn, while the Carrera can seem a wee bit flighty. Even so, the Carrera is livelier, its darting quality evoking a certain satisfaction at its fluency, while the Carrera 4S seems to say, “hold on fella, I’ll take over here and do this for you”. I’m still at the controls,
IN A REALLY FAST B-ROAD BEND SCENARIO, UP HILL AND DOWN DALE, THE CARRERA 4S’S FOUR-WHEEL TRACTION IS NOTHING SHORT OF AMAZING
but it’s as if I’ve got someone else taking charge of proceedings. Fair enough, but the Carrera 4S is less thrilling than the Carrera because of its front traction and grip, though rewarding in its own competent way. To put more of a comparative gloss on the Carrera 4S, there are no great differences between the two cars inside their cabins, and the controls are just as familiar, but it feels heavier than the Carrera 4S in its steering, and the whole weight of the car makes it seem a bulkier beast. This isn’t necessarily a bad thing — while it lacks the sprightlier character of the Carrera, it does feel more planted, a middleweight boxer compared with a ballet dancer. One’s an agile ring-shuffler, the other’s a tippy-toe gazelle.
FOUR TO THE FLOOR
Comparative weights: the Carrera tips scales at 1,370kg, the Carrera 4S is 1,470kg (1,525kg with Tiptronic S, which many of them came with). That’s one reason why there’s a slight hiatus in the latter’s get-up-and-go. Performance stats state the 320bhp Carrera 4S achieves a 0-60mph dash in five seconds flat and tops out at 178mph, but the main benefit of the Carrera 4S is that it’s confidence inspiring, no matter what the weather and road conditions are, or your level of driving experience. One shouldn’t underestimate the appeal. On a smooth straight, the Carrera 4S feels more placid than the Carrera. In a few instances, such as a simple turn-around, the fourwheel drive becomes even more obvious, asserting itself as I power back into a straight line and, of course, this is a feeling completely absent in the steering response of the Carrera. In a really fast B-road bend scenario, up hill and down dale, the Carrera 4S’s four-wheel traction is nothing short of amazing — it just sticks and goes. It’s extremely efficient, and though some may argue a widebody, four-wheel-drive 911 lacks the soul of a narrow rear-driven model — truer to the original 911 concept — the Carrera 4 emerged the winner in a four-car 993 shoot out, meaning I wouldn’t dismiss four-wheel-drive in either 993 or 996 format. The best advice I can give you is for you to drive both 996 models, in Carrera and Carrera 4S guise, and see which feels best to you. Just be sure you are buying the format you want — you can tweak almost everything else on a 911, but not the front driveline. That said, as highlighted in the May issue of 911 & Porsche World (order a copy at bit.ly/issues911pw), an increasing number of owners are disabling the front-drive element of their Carrera 4S transmission entirely, resulting in a widebodied, Turbo-styled, rear-drive 996, something many consider the missing product from the 996 line-up: the Carrera S.
As for that fundamental choice, 993 versus 996, these cars are so different you might as well be driving two contrasting makes, let alone models. Both 911s? Yes, but so vastly different in character and personality you have to be veering toward out-and-out period classic to go for the 993, while the 996 is the first truly modern 911. Available funds will also be a determining factor when deciding whether you opt for an air-cooled or water-cooled 911: though prices are rising rapidly, the cost of getting into a 996 Carrera 4S can currently be met around the £25k mark, whereas a decent 993 will cost double that figure. There, I think, is your answer.