Porsche Index: 993 RS
As the last air-cooled Rennsport, the 993’s place in the pantheon of Porsche greats is assured, and celebrating its 25th birthday means it’s time for a closer look
Everything you need to know about the last air-cooled Rennsport, including buying tips, running costs and five-year values
HISTORY AND TECH
It might have taken Porsche almost 20 years to resurrect the Rennsport badge – affixing it to the 964 – but the 1990s was the decade when the company proved it had got its lightweight mojo back. Unsurprisingly, then, the 993 was the next candidate and the arrival of the RS in 1995 had been keenly anticipated by enthusiasts expecting great things. They weren’t to be disappointed, the new model proving both achingly desirable and rare – the 1,104 examples built was less than half that of its predecessor. Of those, 227 were in Clubsport specification, with 38 coming to the UK in righthand drive. The first thing eager buyers would have noticed was the more aggressive appearance, the deeper front bumper and large, fixed rear wing joined by gorgeous split-rim Speedline wheels. The RS also sat hunkered to the tarmac thanks to a 30/40mm drop in ride height front/rear. But as always it was what powered this special Neunelfer that mattered to many, and that flat six was very special. The
993’s 3.6-litre unit grew to 3.8 litres thanks to an increase in bore from 100mm to 102mm, a change accompanied by the likes of lighter, forged pistons and with weight shaved from other internals including the rocker assembly. There was also twinplug ignition controlled by the latest Bosch Motronic management system. This M64/20 unit also marked the first appearance of Porsche’s Varioram variableintake system, the result an output of 300hp with 355Nm of torque. Make full use of those figures and you’d see 172mph and the 0-62mph sprint despatched in five seconds, that pace accompanied by a spine-tingling soundtrack. Power was fed to the rear wheels via a six-speed manual gearbox and limited-slip differential. And alongside hydraulically assisted steering that was brimming with feedback, the RS also benefitted from the same multi-link rear axle that graced the rest of the 993 range, although brakes were upgraded with ‘Big Red’ calipers. But the mechanical specification was just part of this car’s story, an RS needing to deliver when it came to purity and focus, and this iteration certainly did that. For starters, 100kg was stripped from the kerb weight with Porsche junking the luxury kit and employing thinner glass, along with aluminium for the front boot lid. Resist the temptation to put back the likes of electric windows and air conditioning and you’d be rewarded with a 911 weighing a lithe 1,280kg. And anyone wanting to go further could tick the box marked ‘M003’ for the Clubsport package, this version gaining a welded Matter roll cage, full harnesses for the Nomex-covered seats and a revised aero package, as seen on the example in our pictures.
WHAT’S IT LIKE TO DRIVE?
Just the fact that you’re sitting in an RS – and the last air-cooled one at that – is enough to crank the whole experience up a few notches, but this car is far from just a part of the Porsche history book. We’ve got behind the wheel on a number of occasions, each time being blown away by the level of engagement that it offers; just a few miles on a favourite road is enough to discover why this iteration is so revered. Much of that is due to the bigger engine slung out back, a unit that delivers plenty of accelerative punch matched to the sort of aural drama you can never tire of. The outputs might appear modest by recent standards, but with the added low-down torque from the Varioram system there’s no shortage of real-world performance. Allied to a slick gearshift and brakes that need a firm shove to give their best, getting the maximum from this RS is a very immersive experience. Its chassis is supremely communicative, though its firm ride means this isn't a car for anything other than performance driving. With the Rennsport ethos of rawness and purity very much in evidence, this is a special drive indeed.
THE VALUES STORY
Securing a slice of the Rennsport legend has never been cheap, but even a quarter of a century ago when this car cost £68,500 in Comfort trim it appeared something of a bargain. Quick 993s of the day were notably more expensive, but despite the settling of the wider 911 market today you’ll need to spend rather more money. According to Jonathan Franklin of Rare Car Finance, a good example in that same road-biased specification carries a price tag of £240,000-260,000, that car being in right-hand drive configuration. Opt for left-hand drive and that sum could fall to around £210,000-215,000, although he does point out that the global market for this RS means that setup needn’t be a major factor in your buying decision. That figure also reflects the value of less pristine cars, Franklin going on to add that a Clubsport model as here will be closer to £300,000.
BUYING ONE
It goes without saying that if you’re about to part with this sort of money you’ll want to be completely certain of the car’s history and provenance. That means carrying out all of the necessary due diligence when it comes to the paperwork, employing the services of an OPC or specialist to ensure nothing vital is missed. While some of these cars will have been tucked away in collections and/or treated to a fastidious restoration, others may have led a hard life within the confines of a circuit. Indeed, specialists point out that for some RSS it may be a combination of all three (plus the possibility of having spent time abroad), so knowing exactly what you’re dealing with is crucial.
And it is use on track that represents the first potential pitfall. Not much more than a decade ago it was possible to bag a car for around £50,000, so there was plenty of temptation to fully test its abilities – an exercise that may have ended in tears. Establishing any evidence of previous crash repairs is important, then. Unsurprisingly, Rs-specific parts are very costly – a replacement front bumper is £1,700 before painting and fitting – and you’ll want to ensure that other common 993 issues such as a creaking front screen or failed door check straps aren’t in evidence. Corrosion shouldn’t be a factor, but examine the screen surrounds and bumper mountings just in case. Engine-wise, the 3.8-litre unit will prove no more troublesome than any other 993 unit as long as it’s been religiously maintained. Again, a specialist check is strongly advised given the potential for a five-figure rebuild bill.
And the same caution applies to the rest of the package given the cost of bringing a tired example up to standard. The ‘Big Red’ brakes are susceptible to internal corrosion that causes sticking pads, and a front caliper is around £1,100 if a rebuild fails to sort the problem. You’ll also want to be certain that the suspension is healthy, with no signs of geometry having gone awry or perished bushes from lack of use; a pair of front dampers cost more than £1,200. Lastly, pay close attention to the condition of the Speedline rims as replacements are in excess of £1,500 each. And while there’s better news inside where the sparse furnishings make it easy to spot any scuffs or damage, the values we’re discussing in this feature mean that you really should expect nothing less than perfection in every aspect of a potential purchase.