997 CARRERA S
You’ve undoubtedly heard the horror stories. “When it comes to the firstgeneration 997, people become obsessed with the risk of engine failure,” 911 Virgin’s Tom Harris sighs. “While it’s important to be aware of the pros and cons of any model you’re thinking abut buying, the reality is that the number of 997s affected by intermediate shaft bearing failure is tiny. The first-generation 997 is 911 Virgin’s biggest and best seller. We’ve sold literally hundreds of these cars and I promise you the intermediate shaft bearing failure rate I’ve observed is less than 0.1%.” Other respected dealers we’ve talked to about this issue say they’ve never come across a 997 with IMS failure. Ever.
“Bore scoring is a different matter,” Tom warns. “Simple checks are all that’s required to ensure the car you’re interested in buying is free of this damage, though if buying from a reputable dealer, such as 911 Virgin, this work will have already been carried out with results for you to see. Again, though, only a small number of cars are affected. I’d put it somewhere around fifteen percent of all 997s manufactured. The figures I’ve quoted aren’t necessarily typical of failure rate, but considering how brilliant the first-generation 997 is as a driver’s car when fully sorted, they’re illustrative of what can be achieved if these cars are checked properly — the 997 delivers a lot of Porsche for the money it commands right now.”
In production for five years from model launch in 2004, the original 997 went on to become a fan favourite, blending styling sympathetic to the late air-cooled era of 911 production with modern roadholding, performance and reliability. As outlined in last month’s issue of 911 & Porsche World, the £58,380 Carrera and £65,000 Carrera S were first from the blocks. The former produced 321bhp from its 3.6-litre six-pot and sprinted to 62mph in five seconds. With an enlarged 3.8-litre lump and 295lb-ft torque, the 350bhp Carrera S was speedier still. This was the first time in twenty-seven years the 911 was offered with a choice of different engine sizes from the off. Better still, the optional X51 power pack lifted the Carrera S’s output to a lofty 376bhp. A six-speed gearbox was shared between models, while the hugely capable fivespeed Tiptronic S transmission was a key feature on the Porsche dealer options list.
The Carrera S rode on nineteen-inch rims with Porsche Active Suspension Management (PASM) as standard. A Porsche debut, and the first time electronically controlled springs and dampers had been offered since the 959, PASM enables firmer suspension at the touch of a button. The optional Sports Chrono Package Plus – clearly identified thanks to the presence of a dash-top stopwatch – added more dynamic polish, adjusting engine and throttle pedal mapping, as well as intervention of Porsche Stability Management (PSM). Word of advice: Sport Chrono has a hugely positive effect on a Tiptronic S-kitted 997 Carrera S. Unless you’re looking at an unmissable bargain, don’t buy a Tiptronic S without this add-on.
Variable ratio rack-and-pinion steering also debuted on the 997, delivering a distinctly direct-yet-progressive feel. The upgrades were transformative, as proven when the Carrera S lapped the Green Hell a full twenty seconds faster than the 996. Understandably, Porsche was confident in its new car’s pace and technical supremacy, as highlighted by a relaxing of service intervals to 18,000 miles, thereby easing the ownership experience, though most specialists err on the side of caution by sticking to more frequent fluid changes. A true modern classic, a good 997 Carrera S is yours for between £25k and £35k, depending on mileage and transmission — manuals command more cash, despite Tiptronic S being a fantastic gearbox with manual override. ●