997 CARRERA GTS
The 100,000th 997 rolled off the Porsche production line in mid-2007, signalling a significant milestone – no 911 generation had been built this quickly. Appetite for the model was clearly very strong, more so after a refresh in July 2008 heralded the arrival of the 997 Gen II. More than a facelift, the revised 997 product line introduced direct injection engines, updated suspension, a touchscreen Porsche Communication Management (PCM) system and the first production incarnation of the Porsche Doppelkupplung (PDK) double-clutch transmission. LED lights added sparkle, with beefier bumpers displaying the new 911’s performance intent. Referencing its past by addressing complaints from owners of the first-gen 997 Carrera 4 and 4S (enthusiasts who were disappointed not to see the iconic full-width reflective strip at the rear of their all-pawed models), the bright red reflector bar was finally reintroduced, affording the 997 a design element harking all the way back to the G-series 911, before Porsche deemed the feature to be specific to fourwheel drive models, a decision reversed for the start of 992 production.
The second-gen 340bhp Carrera/4 and 380bhp Carrera S/4S coupes and cabriolets debuted first, with updated Targa 4 and 4S cars following. The inevitable 997 Gen II Turbo was more of a supercar slayer than previous incarnations, its new 3.8-litre six-banger boasting a whopping 493bhp and 480lb-ft torque. The Turbo’s larger intake manifold was taken from the GT2, allowing Sport Chrono-equipped PDK Turbos to shoot to 62mph in 3.4 seconds. Porsche Torque Vectoring (PTV) ensured greater agility under hard cornering. Optional dynamic engine mounts also helped improve handling.
Zuffenhausen was on a roll, and so began a plethora of limited-volume 997 special editions. Some were more significant than others. The distinctively styled Sport Classic of 2010, for example, paid tribute to the 1973 Carrera RS 2.7. The 408bhp homage’s ‘doubledome’ fluted roof, Sport Design front apron and fixed ducktail rear spoiler looked the business, as did unique Sport Classic Grey paintwork and stealthlike nineteen-inch Fuchs five-leaves. Porsche Active Suspension Management (PASM), Porsche Ceramic Composite Brakes (PCCB) and a mechanical rear differential added muscle, and though priced above the 997 Turbo, the £137,529 Sport Classic was an instant hit, as demonstrated by all 250 units selling out within a day of order books opening. Expect to pay £250,000 today.
Rather more affordable (budget £55k) is the 997 Carrera GTS, filling the gap between the basic Carrera and the 997 GT3, marrying the wider Carrera 4 shell with rear-wheel drive. This ‘best of all worlds’ 911 is powered by a 408bhp 3.8-litre boxer and offers more visual punch thanks to the presence of a Sport Design front bumper and nineteen-inch
RS Spyder alloys. The later 997 Carrera 4 GTS added a new rear differential to the Porsche Traction Management (PTM)assisted four-wheel drive 997 recipe.
“Dfi-engined 997s are inherently reliable,” says Nathan Whittington, co-owner of Quorn Sports & Classics. “They’re also the last of the analoguefeeling 911s, assembled before Porsche introduced electrically assisted steering, which reduces feel when compared to previous Porsche steering systems. The second-generation 997 comes in at a higher asking price than its predecessor, in part due to reassurance the range’s engines give over the highly publicised problems with M96 and M97 power units, but in return, you get an absolute peach of a 911 pairing modern performance and reliability with rewarding mechanical feel behind the wheel.” ●