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911 996 [1998 à 2005]

This Is What It’s Like To Own A 996 Turbo For A Year

No creaks, no rattles, no sagging headliner, and no cracked leather. Even the interior lighting shines bright—don’t expect that from BMWs of the era. There aren’t many indications that this gaudy orange 996 Turbo has been rolling around this planet for the better part of two decades. It’s a resilient car to say the least, though somehow it’s still not widely appreciated by the Porsche purists. Tyler « Hoovie » Hoover explains how the 996 Turbo still brings a lot to the table.

Though it’s not hugely powerful by today’s standards, the way the 996 Turbo covers ground is impressive.

Cheaper than the 997 and more analog than the 991, the 996 Turbo is a straightforward, cost-effective, everyday supercar that plays the part well. The fact that it doesn’t look much different than a standard 911 won’t turn too many heads in reasonably affluent areas. In New York, Los Angeles, or San Francisco, the 996 Turbo is a relatively subdued car that doesn’t attract a lot of attention. It’s pleasant enough for long hauls, and the factory exhaust—muted slightly by the turbochargers—keeps the volume down to a respectable level.

Strong, sensible, and sanely priced, there’s plenty this unappreciated gem offers—but it does have its faults. Hoovie had one embarrassing outing at Heartland Motorsports Park when one of the flimsy cooling pipes decided to let go in dramatic fashion. Though he spilled coolant across the circuit, the damage was minimal. This common issue still set him back a few thousand, but with BBi Autosport stepping in with a more robust replacement, he resolved one of the car’s few weak points.

The other problems with the car are more subjective. If you can get past the broken-egg headlights and the blasphemous water cooling, the 996 Turbo is a sophisticated supercar with great value for the money. That assortment of strengths with few setbacks—for just ~$40,000—has me thinking it’s time to add another « practical » car to the stable.

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Porsche Celebrates Twenty Years of the 911 GT3

The GT3’s formula is something that stirs any driver with a drop of motor oil in their veins. A high-revving naturally-aspirated flat six engine closely related to the engine used in motorsports, rear wheel-drive, a lightweight construction, upgraded aerodynamics, and track-focused suspension made the GT3 a must for the drivers wanting a little more than what most supercars could offer. While there are cars with greatest statistics, the well-rounded nature of the GT3 has made it a wondrous car that still pulls at our heartstrings after twenty years. As we’ve seen, integrating more tech hasn’t dulled its appeal, either.

The successor to the 2.7 RS, the 996 GT3 ushered in a level of performance not available to customers for two decades.

Spiritual Successor

Upon its release in 1999, the Porsche GT3 was one of the few road cars to lap the Nurburgring in less than eight minutes; Walter Rohrl snagged a 7:56.33 in one of these edgy, temperamental, and rewarding cars. Lowered suspension, a distinct aero kit with an adjustable rear wing, a standard limited slip differential, adjustable suspension, and 360 horsepower made this one of the sharpest 911s available. While we Americans didn’t receive the GT3 until the 996 was facelifted, the two years on the market had us all waiting eagerly for the arrival of the next generation.

More Tech, More Speed

It was the 997 which captured the public’s attention Stateside. A bevy of new electronic systems, divided control arms, more power, and eventually center-lock hubs, the 997 was a step or two in practicality beyond the first iteration. Traction control, electronic stability control, and an optional front axle lift system made this generation of car a much more usable product, but still as capable over a backroad or a circuit. In fact, the 997 GT3 was significantly faster with a 7:40 lap at the ‘Ring.

Sophisticated but Pure

Continuing on that theme, the 991 introduced both a PDK gearbox and rear wheel-steering. These gadgets caused outrage among the purists, but the resulting performance only helped cement the 991 GT3’s reputation as one of the best track cars on sale. With its 3.8-liter’s 485 horsepower pushing a still svelte 3,153-lb car, the 991 GT3 became much more of a dragster than its predecessors, and its improved aero and agility helped chop another massive margin off its previous lap time at the Nurburgring. There aren’t many cars in the GT3’s price range which can dawdle around town comfortably and still set a ‘Ring time of 7:25.

Despite twenty years of electronic assistance and greater practicality, Porsche’s rawest car is still a hot-blooded machine. Perhaps it’s not as focused as its spiritual forebear, the 2.7 RS, but it’s still a thrilling, demanding car that rewards the talented. The 911 GT3 represents the beating heart of Porsche’s commitment to building pure, uncompromised sports cars—and proves that involvement and usability aren’t mutually exclusive.

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Porsche 911 GT3 Has Been Defying Physics For 20 Years

It’s a beast on both road and track.

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Porsche : 20 ans de 911 GT3

VIDEO. Porsche a réuni les différentes générations de 911 GT3 pour les 20 ans du modèle.

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La Porsche 911 GT3 fête ses 20 ans via 6 générations

La présentation de la première Porsche 911 GT3 en mars 1999 au Salon automobile de Genève a marqué le début d’une nouvelle ère pour les conducteurs de voitures de sport perspicaces. Comme aucune autre Porsche 911, la 911 GT3 incarne la marque de fabrique de Porsche Motorsport. Développée par le double champion du monde des …

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