Turbo Titans

Your answer to the perennial debate is here: which is the best blown Mezger for £50,000? Total 911 investigates…

It's an oft-held debate in the world of Porsche: which is better, the 996 or 997.1 Turbo?

If you’d been lucky enough to work as a motoring journalist in the 1980s (when budgets were generous and launches went on for days) you’d have laughed at the proposition that the 911 Turbo would evolve into the definitive, secure, all-weather supercar within the next decade or so. 1995 marked the beginning of the evolution towards the 911 Turbo as we know it now, with the 993 Turbo introducing technology that had first appeared almost a decade earlier in the seminal 959. Twin turbos delivered an even bigger, yet more manageable hit of power. Married to modern chassis technology and four-wheel drive, the 911 Turbo was suddenly a car capable of covering ground with immense speed and security. And if the 993-generation Turbo heralded a new direction in the evolution of the 911 Turbo, the 996 cemented what the 911 Turbo would come to stand for: the definitive all-weather supercar.

The 996 represented so much for Porsche, bringing with it the biggest revolution in the 911’s development so far. It introduced a new way of building cars (hence the commonality with its Boxster cousin), a water-cooled flat six for the first time, and truly modern aerodynamics. This platform would form the basis of the 911 for the next 15 years. It also formed the basis of the 911 Turbo that many regard as the optimum balance of speed, usability and purity of driving experience. Why? It offers perhaps the perfect blend of compact dimensions (it’s a little wider than a 718 Boxster), immense performance from the unburstable Mezger flat six, and a chassis which delivers a secure, communicative driving experience with a purity supposedly lost to PASM and computerised chassis control systems of future generations. Or so the accepted wisdom says…

The 997 was a far less adventurous car than the 996 which preceded it. This should come as no surprise for a company with a traditionally conservative approach. The 996, alongside its Boxster brethren, virtually saved the company, so think of the 997 as a means to cement the 911’s position as the world’s best sports car. Of course this is a job that it carried out with aplomb, by tackling every weakness of the 996 and wrapping the result up in a brilliant new look.

Gone were the fried-egg headlamps, the dated interior and most of the engine problems that blighted some early 996s. In came more powerful engines, better aerodynamics, sharper dynamics and a better built, better appointed interior. Technology moved on too, with modern satnav, Bluetooth connectivity, adaptive dampers and suchlike making an appearance. While the 997 was in essence a thoroughly revised 996, it was none the worse for it, scooping awards and winning road-test comparisons from the start.

Making its debut at the Geneva show in February 2006, the 997 Turbo now produced 480bhp (60bhp up on the 996 Turbo) from the same Mezger engine, and introduced VTG turbos for the first time. The idea was simple: ‘Variable Turbine Geometry’ allowed the turbines to change their angle of attack relative to exhaust speed, theoretically reducing lag at low speeds, while still delivering a huge top-end boost. Think of it as the turbo equivalent of variable valve timing – optimising the system to work throughout the rev range. PCCBS (Porsche Ceramic Composite Brakes) became available for the first time, as did adaptive dampers via PASM (Porsche Active Suspension Management). In tandem with the advances native to the rest of the 997 architecture, the 997 Turbo looked to be a significant advance over the 996 Turbo.

But, if you’re a forum reader, you might not necessarily see it that way. Much as the 991 has received its share of criticism from purist quarters (too big, not enough fun, electric steering devoid of feel), there are those who (seemingly no matter whether they’ve driven one or not) are firmly in the camp that the 997 Turbo is too soft, too much a GT car, understeers too much… It’s the kind of debate us petrolheads love, and there’s often something to be said for the purer experience to be found in older, simpler cars. We decided to bring together the pair you see here to find out for ourselves, settling this debate once and for all.

Adding a bit of spice to the contest, both of these cars have been good news on the second-hand market over the last three years, the 996 Turbo having long since vacated the £25,000 price point it once occupied for a good example (it’s hard to believe such a relatively small amount could acquire so much car). A 996 Turbo will save you in the region of £10,000 against an equivalent-specification 997.1 Turbo. But which is the better car? Is the price difference justified? I suppose we better get on with driving them…

Our cars for the day come thanks to our friends at Paragon Porsche in Mayfield, East Sussex, where both of these cars are for sale. Even if the specifications don’t match up for a perfect comparison, they are both beautifully presented examples of each type.

The 996, a manual with BOSE, Sports steering wheel, heated electric seats with memory and a mere

17,000 miles showing on the odometer, is in virtually flawless condition. The 997 Gen1.5 comes with Tiptronic, Sport Chrono, red tail lights, a smattering of carbon trim and Sports seats, among others. It wears its 36,000 miles extremely well, feeling as fresh and tight as you’d expect.

We’ve chosen Beachy Head as our photoshoot location for its proximity, scenery and the chance to sample the cars in a variety of situations. I jump into the 996 first, reasoning that it makes more sense to start with the older car to get some perspective before progressing onto the 997. There’s a familiarity to the cabin which I enjoy from previous 996 drives. I feel like my left arm could easily reach the passenger door, it’s so compact, but also bright and airy in here with great visibility.

Before I’ve turned a wheel, I’m at ease. The engine catches on the third crank and settles into a bassy, smooth, even idle. Pulling out of Paragon to form our Porsche convoy, the 996 feels, well, really quite normal, which I guess has always been the trick with a modern 911 Turbo. It’s a car you could quite easily use every day, in all conditions, without compromise. It even rides pretty well, only larger road scars and imperfections filtering into the cabin, and if it weren’t for the tyre noise inevitable with rubber this size, you’d happily point it at a destination 1,000 miles away. I wouldn’t want to sit in this seat though, as it feels surprisingly narrow and unsupportive.

The roads become more interesting as we approach Eastbourne, dual carriageways interspersed with roundabouts providing the opportunity to dip into the effortless reserves of grunt. It’s really

smooth, this iteration of Turbo Mezger. There’s a sleepiness to the throttle response at low revs, but once beyond 3,000rpm the Turbo hurls itself forward on a muscular, linear surge of acceleration that tails off after peak power arrives 3,000rpm later; best to shift now and delve straight back into the meat of the torque. It’s certainly fast, but it’s peculiarly easy and – dare I say it – a little unexciting for the lack of drama.

Up on the ‘B’ roads of Beachy Head, the 996 chassis puts on an impressive display of grip and composure, with steering that telegraphs levels of adhesion beautifully. This is more like it. Snapping up and down the quick, precise shift of the six-speed ‘box, the 996 proves an immersive, enjoyable car with pleasing throttle adjustability and confidenceinspiring levels of feedback. But the lumpier sections of road undo the chassis a little, the dampers struggling to keep up with the frequency of the road surface so it feels like you’re skimming along the road rather than keying into it, while the steering becomes light and aloof. Better to relax the pace a little and let the car settle into its own gait.

Switching into the 997, I’m not quite sure what to expect. I enjoyed the 996, but it didn’t completely deliver as a driving experience, so if this is more aloof I’ll be disappointed. Immediately, the 997 feels more exciting, more composed, lighter on its feet and more engaging. I needn’t have worried. It deals with the bumpy section with aplomb, soaking up the surface imperfections while delivering a consistency of feedback that encourages you to press on. The motor is a particular highlight: there’s the same 3,000rpm kick as the 996, but the flat six rewards revs with a rush of power towards the redline, accompanied by a brawnier, more muscular note. Paired to a manual ‘box, it’d be a delight to have the choice to lean on top-end rush or mid-range stonk. In just a few miles of – admittedly quite instructive – road, the 997 has shown itself clearly as the superior driver’s car. The 997 is demonstrably a generation on from the 996, from its superior ride and refinement to the more appealing cabin design, ergonomics and seats.

None of this should come as a surprise really, should it? Arriving nearly seven years after the 996, the 997 Turbo feels like a product that’s simply been more expertly developed, honed into the fine driver’s tool that it is. What did surprise us was the margin of superiority. The 996 Turbo remains a superb car, and at the £35-40,000 required for a good example it’s hard to think of a more rounded performance car for the money. But we’d do all we could to find the extra £10,000 and stretch to a 997 Turbo. For all its prettier aesthetic, superior cabin, increased efficiency and more modern feel, it’s the car that got under our skin, made us hanker for another drive to sample that Turbo rush, and feel the steering writhing in our hands. Where performance cars are concerned, surely that’s what matters most of all…

“The chassis delivers a consistency of feedback that encourages you to press on”