Porsche Index: 964 Carrera
The 964 has gone from being unloved to a desirable and valuable air-cooled classic. Here’s a complete dossier on the rear-drive Carrera 2
Our Porsche index reveals everything you need to know about the revered 964 C2
History of the 964 C2
It’s worth a reminder of just what a step change this particular Neunelfer represented. It was certainly a brave move by Porsche, cutting many of the ties that had made its immediate predecessor - the 3.2 Carrera – so loved, but it was a necessary move all the same if the 911 was to flourish. It had been launched for the 1989 model year, and somewhat unusually in four-wheel drive, with the C2 featured here arriving in 1990. Claimed to be 85 per cent new, buyers couldn’t have missed the smoother, more aerodynamic appearance that boasted sleek polyurethane bumpers and the debut of an electronically controlled pop-up rear spoiler. It was also the first 911 to be fitted with underbody trays that contributed to an impressive 0.32 drag coefficient. More notable still was the fact that this latest generation was underpinned by a brand new and much more rigid floorpan, a requirement of the four-wheel-drive system and a far stiffer basis for the new suspension to work from.
The torsion bar arrangement that had sufficed for almost three decades had gone, replaced by Macpherson struts up front, semi-trailing arms aft and coil springs all round. The steering was now graced with hydraulic power assistance, while braking was backed by a Bosch anti-lock system. Also new was the M64/01 engine: a dry-sump 3.6-litre unit that managed a useful 250bhp, thanks to Bosch DME engine management and a dual-distributor ignition system. The C2 drove the rear wheels via a five-speed manual gearbox and the innovation of a dual-mass flywheel, while buyers also got the choice of a four-speed ‘Tiptronic’ automatic – the first time the unit had appeared on a 911.
The cabin, at least, retained its familiarity, thanks to the five-dial dashboard, although owners would have been grateful for the new, electronically controlled ventilation system and air bags that were fitted from 1993. That was three years after the arrival of Targa and Cabriolet models, which did much to
boost the 964's appeal.
Near 20,000 examples of the C2 would find buyers, so it wasn’t a best-seller in Carrera terms (it was outsold 2:1 by the 993) although that was against a backdrop of a difficult economy, but it did struggle to capture the hearts of used buyers. Go back to
2013 and they were certainly affordable, with average Coupes fetching in the region of £15,000-20,000. According to the two respected specialists we spoke to – Paragon Porsche’s Jamie Tyler and Hexagon’s Jonathan Franklin – there were numerous reasons for that. It’s likely that as the last air-cooled model, the 993 stole some of the limelight, and then there was potential expense when it came to engines, early motors gaining a reputation for excessive oil leaks.
They were fixed for the 1991 model year, but it was enough to prove off-putting, and the 964’s position in the Neunelfer hierarchy, between the charm of earlier air-cooled cars and the sophistication of the 996/997, saw it end up in something of a 911 no-man’s land – until now that is. With the realisation of just how capable it is, and much greater warmth towards that classic outline, such modest sticker prices are a distant memory, and you’ll need to budget closer to £50k for that same nice example. It’s been quite a journey for the game-changing 964.
What’s it like to drive?
The 964 has faced some memorable contests in the hands of Total 911. Back in issue 119 it was pitched against its immediate predecessor, the 3.2 Carrera. It was to come away from the encounter a worthy winner, thanks in no small part to offering a usability the 3.2 Carrera couldn't match. We also praised the sweet-shifting G50 gearbox that benefitted from the less wand-like lever, and, despite the additional weight over the 3.2, there was still ample shove.
What was once lambasted as a 911 boasting too many technological aids is now heralded as a car with the right amount of assistance in what is still a very classic 911. With well-judged weighting for the power-assisted steering and enjoyably darty handling there's plenty to savour – likewise you'll find the brakes do a much better job in stopping the car than any of its predecessors, while still giving feel.
Before you buy
The 964 is approaching its 30th birthday and is a model very much in the classic mould. That, coupled with once-modest values, means an element of caution is needed before committing to a purchase. Externally, the good news is a fully galvanised shell that should have kept the worst corrosion at bay, although checks are still needed and should concentrate on the areas around the screens, front scuttle and sunroof opening – blocked drain holes could have allowed rot to develop deeper within the body, and eradicating it will get expensive. Bumper mounts rot so check their security, and look for cracks in the bumpers themselves as you’re looking at £1,100 for a front one before painting and fitting.
Look for damage to light units and mirrors, too, and it goes without saying that a thorough check of the history and body for evidence of previous accident repairs is wise. Lastly, ensure the rear spoiler works as it should – the engine can overheat if it doesn’t deploy at speed. You can source control units for a few hundred pounds and the curtain for less than £100. Engine oil leaks are probably the biggest mechanical concern, and there’s the odd report of broken head studs, even on later cars, so get a specialist inspection if there are any doubts. Ensure that the dry-sump system is healthy: the tank itself costs £1,300, and you could spend a similar amount having the system overhauled. More of an annoyance than anything is failure of a DME engine management relay which causes non-starting, and most owners carry a spare.
Check the ignition system is up to scratch, as replacement of HT leads, distributor caps and rotor arms at a specialist won’t leave much change from £1,000. Even costlier is corroded heat exchangers at more than £2,000 each (you’ll need a pair) so check exhaust condition very carefully. As for the transmission, the five-speed manual ‘box is pretty much bulletproof, so any whines or crunches will need careful investigation, but the early Freudenburg dual-mass flywheel can be more troublesome. Rattles at idle are a bad sign, and while it can be replaced with a solid item the alternative is the later LUK flywheel which costs £1,400, so ask whether this has been done. Tiptronic gearboxes rarely fail altogether, which is just as well, as a replacement is £6,000, but slippage or jerky shifts are cause for concern.
Assuming the major mechanicals are healthy then it’s brakes and suspension that should come in for scrutiny. You’ll certainly want to ensure that quality parts have been used during any maintenance or overhaul work. Sticking brake pads are usually the result of corrosion within the brake caliper, which are aluminium but feature a steel insert, and if a strip down doesn’t fix the problem then you’re looking at new calipers, with fronts costing £715 each. ABS was a 911 first, and moisture getting into the
luggage compartment can affect the control unit, an exchange unit costing in excess of £2,000. A more palatable alternative is a rebuild by the likes of BBA Reman, costing a quarter of that depending on the work needed. As for the suspension, check carefully for uneven tyre wear indicating bushes in need of replacement. Front wishbone bushes are a common issue – replacing the entire arm is the most effective solution and they cost £552 each – and listen for rattling rear anti-roll bar links. While we’re in the general area it’s advisable to check the brake and power-steering pipework for corrosion.
This leaves the cabin and electrics. Although the latter aren’t a particular issue it’s worth ensuring that everything works, as failed items may have been ignored in a bid to save money. The heating, ventilation and air-conditioning systems shouldn’t be ignored either. Failure isn’t uncommon, and worryingly large sums can be spent getting them going again. Notably shabby trim and seat bolsters aren't uncommon, and if you fancy a Cabriolet or Targa model, then checking for water ingress and damaged roof sections is vital.
“Both our specialists agree the Porsche 964 is a sure place to put your money”