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911 997.2 [2009 à 2011]

Which is the Better First Porsche? 996.2 C4S Versus 997.2 C2

The unloved 996 or the refined 997? There are plenty of reasons to love both, and a few reasons to dislike them, too. In this very detailed review, we learn a little more about the characters of these two generations, and why the 996 might offer plenty of thrills if the prospective buyer can appreciate or look past the divisive looks.

The Redheaded Stepchild

The 996 is showing its age. Bushings do wear out with these cars reaching the twenty-year mark, and of course, there are the IMS issues which scare some off. It rides roughly, and the styling is generally disliked.

That said, there are plenty of visual points to appreciate with this aero-kitted 996 C4S. Some find it a stunning car, and there’s no denying a 996 C4S still turns a few heads when purring down the street. With the 993-esque reflector strip at the rear, the Turbo’s widebody, and the gaping intakes at the front, there’s plenty to like. Why the 996 gets as much flak for its appearance as it does it beyond me, though the maintenance issues I fully understand.

The haunches, wing, and central strip look great.

It’s also a very thrilling, active-in-your-hands style of machine. The lively steering, bouncy nose, and classic 911’s idiosyncrasies make it a thrilling machine to drive. In fact, the owner of the 997.2, Stephen, feels the driving dynamics of the two aren’t so different.

The Favored Younger Sibling

The 997.2’s looks are more conventional, and that’s enough to change the general perception of the generation. There’s more to it than that. The new engine, the DFI, which loses the troublesome intermediate shaft. It also revs better; pulling harder to the redline than the 996’s motor does.

The 997 also sports PASM, and as a result, it’s a little more versatile in the real world. Additionally, it’s lighter and nearly as powerful, which makes the 997.2 the quicker car in a straight line. Though its steering lacks a little feel, comparatively speaking, the 997.2 might be the better car on a daily basis.

Over a bumpy road, the softer 997 might have the edge.

Is the 997 worth the extra money? Perhaps—due to the general perception of the car, it ought to maintain its prices a bit better. Either way, these two are wonderful cars with their own strengths, and neither should get overlooked.

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Porsche 911 type 997 occasion

2004 à 2011, à partir de 35 000 €

 

Cette « type 997 » figure parmi les 911 « modernes » les plus homogènes et représente l’un des meilleurs choix en termes de rapport prestations/prix. Pas trop grosse et doté d’une ligne très harmonieuse, elle marque le retour aux traditionnels phares ronds. Elle offre un compromis idéal entre équilibre du châssis et caractère routier. La position de conduite contente tous les gabarits et son habitacle associe présentation moderne et finition impeccable. La sonorité moteur retrouve des couleurs, spécialement sur les phases 1, équipées de l’échappement actif PSE. Que ce soit la phase 1, 325 ch, ou la « 2 », 345 ch avec injection directe (2009), les performances progressent nettement tandis que les consommations se font toujours plus raisonnables. La boîte PDK figure parmi les transmissions robotisées à double embrayage les plus abouties de son époque. A privilégier à la boîte auto Tiptronic, qui nuit à la sportivité.

FIABILITE 5/5

Si les premières versions ont eu, comme les 996, à déplorer quelques soucis moteur, les phase 2 s’avèrent plus fiables.

  • Moteur : encore quelques soucis de roulements d’arbre intermédiaire avec risque de casse moteur (cf type 996) sur le 3.6 litres des phase 1 ; rayure des chemises de cylindres sur le 3.8 des S phase 1.
  • Trains roulants : jeu possible des biellettes de direction et des têtes d’amortisseurs AV.
  • Batterie se déchargeant assez rapidement en cas d’usage limité.
  • Optiques AV devenant opaques.
  • Habitacle : des « rossignols » ; usure des boutons de commande de clim.

Exemples d’annonces

Carrera 3.6 « phase 1 » – 2004       89 000 km      37 000 €
Carrera 3.6 PDK “phase 2” –..

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America Runs On Porsche 911 GT3 Donuts

The Hoonigans might not be well known among our readers, but they are one of the biggest automotive YouTube channels around. Their audience is in the millions, and their videos are geared towards the tinkering type of gearheads who dream about high-quality AN fittings and elevate automotive customization to the level of fetish. This naturally dictates their focus; they tend to feature drift cars, muscle cars, mid-tier sports cars. Think Nissan Skyline and BMW M3. That said, the Hoonigans do wander into exotic territory once in a while.

Not that a Ali Falahi’s 997 GT3 is an exotic in the truest sense of the term, but it is a car that resides a higher tier than those usually featured on their channel. Still, it fits in with the Hoonigans’ fleet because most of the cars featured here are highly customized, and this GT3 is no exception. With Recaro Pole Position seats, an OMP wheel, and a BBi rollbar, the interior is all business—save for a few alcantara adornments. The exterior is also no-nonsense, with Cup car additions and a set of BBS center-lock wheels to complete this car’s subdued but unmistakably purposeful look.

Its sound is just as enticing as its appearance. The motor is untouched, save for a straight-pipe exhaust which rumbles at a volume somewhere between intimidating and antisocial. To the Hoonigans, this « grown up » burble is misleading and doesn’t prepare them for the scream the Mezger motor makes at redline.

Despite making « only » 350-400 horsepower at the wheels, the torquey 3.8-liter engine has no problem spinning the rear wheels.

Despite making far less power than most of the turbocharged monsters featured on their channel, the 3.8-liter GT3 holds its own. Without any difficulty, it turns its 325-section Toyo R888 tires into smoke as Falahi draws long black stripes across the Hoonigans’ proving ground. While the Hoonigans might’ve been a bit skeptical of this gleaming GT3 at first, they’re completely convinced and hollering wildly at the end of this demonstration of speed, sound, and agility.

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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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