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Porsche 2.4S, 964 C2, 997.1 GT3 RS, 991 GT2 RS: Driver’s 911s

By definition any 911 is a driver’s car, but the proliferation of Porsche’s sports car, through both time and model variation, means some 911s are that little bit more engaging and interesting to drive than its contemporary models.

As cars become ever more complex, weightier and increasingly remote, we’ve picked some 911 highlights which celebrate what’s arguably been taken away from more modern machinery: the unfiltered joy of pure driving.

Our quartet spans key eras of the 911 in the form of an early car, modern classic, recent Rennsport and the outrageous present, each example putting the driver at the very core of their existence.

A not-inconsiderable tract of time and huge technological advances differentiate the first and last 911s that we’re driving here, but each represents one of the defining elements of the 911, that being driver appeal.

Any of these cars will thrill and engage, each exhibiting character and engagement that’s commensurate with their era, but what is undeniable is that each and every 911 retains a signature that’s unique to it, which is why it’s such a celebrated sports car. Some though are worth celebrating that little bit more…

For the full road test of our driver’s 911s, pick up your copy of Total 911 issue 184 in shops now or get it delivered to your door via here. You can also download a digital copy with high definition bonus galleries to any Apple or Android device.

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Porsche 2.4S, 964 C2, 997.1 GT3 RS, 991 GT2 RS: Driver’s 911s

By definition any 911 is a driver’s car, but the proliferation of Porsche’s sports car, through both time and model variation, means some 911s are that little bit more engaging and interesting to drive than its contemporary models.

As cars become ever more complex, weightier and increasingly remote, we’ve picked some 911 highlights which celebrate what’s arguably been taken away from more modern machinery: the unfiltered joy of pure driving.

Our quartet spans key eras of the 911 in the form of an early car, modern classic, recent Rennsport and the outrageous present, each example putting the driver at the very core of their existence.

A not-inconsiderable tract of time and huge technological advances differentiate the first and last 911s that we’re driving here, but each represents one of the defining elements of the 911, that being driver appeal.

Any of these cars will thrill and engage, each exhibiting character and engagement that’s commensurate with their era, but what is undeniable is that each and every 911 retains a signature that’s unique to it, which is why it’s such a celebrated sports car. Some though are worth celebrating that little bit more…

For the full road test of our driver’s 911s, pick up your copy of Total 911 issue 184 in shops now or get it delivered to your door via here. You can also download a digital copy with high definition bonus galleries to any Apple or Android device.

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Pour consulter l'article original et complet, cliquez ici.

Porsche index: 991.1 Carrera S

HISTORY & SPEC

Launched alongside the Carrera, the S made its debut at the 2011 Frankfurt Motor Show and went on sale in December of that year. It was instantly apparent that Porsche had taken a slightly different path with its new Neunelfer, the relatively compact dimensions of the 997 making way for something notably wider and longer.

Sitting on a wheelbase stretched by 100mm, this was an altogether roomier, more luxurious proposition, and it’s one that not all 911 devotees were comfortable with – more than a few voices accused the new model of being more cruiser than sports car. Thankfully the flat six sitting in the tail would appease most critics, the Carrera’s 350hp, 3.4-litre unit making way for the larger 3.8 boasting 400hp and 440Nm of torque. Naturally aspirated, it featured direct fuel injection and VarioCam Plus and was linked to a new seven-speed manual gearbox or an optional PDK unit.

The manual has come in for criticism since, but the double-clutch unit was impressive, getting the Carrera S to 62mph in 4.3 seconds and on to 187mph. However you view this car those are impressive numbers, and they were little different for the Cabriolet variant that arrived in March 2012 wearing a price tag of £89,740.

This was certainly a cleaner, more efficient 911, with Porsche claiming that fuel consumption and CO2 emissions had been reduced by 14 per cent; new technological features such as auto stop/start, better thermal management for the engine and a coasting function for the PDK ‘box all coming to the 991’s aid.

Adopting electrical assistance for the steering no doubt shaved further fractions when it came to efficiency, but it was at the expense of yet more criticism in some quarters. In reality, it’s a good system. As for the rest of the chassis specification, it was a more-than-tasty recipe that featured PASM and Porsche Torque Vectoring as standard, along with uprated and iconic ‘Big Red’ brakes: compared to the Carrera there were larger discs and Monobloc fixed front calipers with six rather than four pistons. 

There was the option to spend plenty of cash on further enhancements, too, from the likes of Porsche Dynamic Chassis Control and Sport Chrono to special interior finishes and £3,000 of Burmester hi-fi. With plenty of buyers happy to indulge when it came to options, there are rich pickings to be had for today’s buyers.

Like its immediate predecessors, just four years were allowed to pass before the Gen2 model arrived, bringing with it the end of natural aspiration. Today the 991.1’s specification marks a good link between the more classic-oriented 997s and the tech-laden drive of the 992.

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996.2 v 997.1 GT3

Passers-by seem impressed, if a little nonplussed as to why we’re photographing two seemingly identical 911 GT3s. But to Porsche aficionados the 996 and 997 generations actually represent two very different flavours of GT3, and spark lively debate. Today we’re comparing the last of the 996 GT3s with the first of the 997, putting the GT3’s first generational shift under the microscope and declaring a winner.

It’s now 20 years since Porsche released its first 911 GT3, a road car that was produced to homologate the racers. The arrival of Andreas Preuninger soon after saw ‘Mr GT3’ put his stamp on the 996 generation with the revised 996.2 GT3 of 2003. He had to wait for the subsequent 997 GT3 of 2006 to take ownership of a GT3 generation from the start. That car is now identified as a 997.1, differentiating it from the later 997.2 GT3.

Both 996.2 and 997.1 Porsche GT3s remain highly coveted sports cars today, and overlap in pricing – the bulk of 996.2 GT3s span £60,000 to £80,000, with 997.1 GT3s grabbing the baton at £70,000 and accelerating off to £90,000.

We’ve come to Porsche specialists Paragon in East Sussex to explore two excellent examples currently residing in stock. Paragon’s 996 has covered 37,000 miles and is up at £74,995. The 997, meanwhile, is yours for £84,995. Both have undergone significant prep work to lift them to Paragon’s standards.

Both are as road-spec as they come in Comfort trim – no roll cage, fire extinguisher or buckets – featuring stock six-piston brakes with no carbon-ceramics, and factory suspension specs including camber settings. You’re unlikely to find two fitter, more representative, more comparable examples.

I jump into the 996 for the 20-mile trip to our Beachy Head photo location for two reasons: I’ve had good seat time in 997 GT3s, but have only once driven a 996 GT3, and pretty briefly on track – this is the car I really need to get my head around. I’m also curious to see how different it is from my own 996 3.4 Carrera.

The GT3’s headline changes versus the Carrera included lower, stiffer suspension; deletion of the rear seats; slightly wider 18-inch alloys; uprated six-piston front brakes (four rear) and, most importantly, the completely different Mezger 3.6-litre flat six, here rated at 380bhp and 385Nm.

I’d expected a significantly more aggressive temperament than my own car, but that’s just not true. Yes, it bobbles a bit when driven slowly over imperfect urban tarmac, and you notice the more responsive front end, a little extra weight to the steering on initial turn-in and reduced body roll even at more moderate speeds, but it actually rides with generous compliance, and there’s no huge penalty in terms of road noise. More aggressive than a Carrera, of course, but potter about and I don’t think there’s a huge trade-off here.

Driven harder on the twists that course down to the coast from the top of Beachy Head, the 996 is sublime. The steering immediately loads up with weight to contextualise lateral forces loading through the suspension; its intimidating detail encourages you to hold the wheel gently to better let it breathe and communicate through your fingertips. 15 years on its ratio still feels perfectly quick enough, and the way the front end arcs into corners without delay remains strikingly immediate – there’s very little roll and waiting for mass to settle, no slack to work through to get the steering working.

For the full 996.2 v 997.1 GT3 head-to-head test, pick up your copy of Total 911 issue 177 in shops now or get it delivered to your door via here. You can also download a digital copy with high definition bonus galleries to any Apple or Android device.

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rise of the Porsche 997

The classifieds can be a dangerous place to spend time. It never used to be so easy, either. As a kid I’d scour the Sunday Times, latterly Auto Trader and Top Marques, though the internet’s killed that. I don’t look too often, but writing here it’s an occasional, occupational hazard.
A potentially dangerous one, too. I’ll happily admit I’d missed how much of a bargain the 997 is these days. As a strong advocate of the 996, I’d pretty much ruled its successor out. Not because I’m not a fan – quite the opposite – just that I was under the impression it is still too new to be affordable, at least in my world. Editor Sibley’s call to write this somewhat changed that.

As I type this, on my other screen there’s an advert for a 2005 997 Carrera 2 manual Coupe for a fiver under £22,500. When did that happen? That’s the first one I’ve found, and I’ve not even looked that hard. While I and plenty of others have been banging on about hoovering up 996s while they’re still cheap, the depreciation curve’s turned the 997 game on its head. Want one? I sure as hell do.

Not to take away from the 996, but the 997 moved the game on significantly. The 996’s close association, both visually and technically, with the Boxster did it no favours among many. That it introduced water to the mix only made its task more difficult. The 997 reasserted the 911 as a more distinct offering after the 996 had softened the blow of the manner by which the 911 is cooled (technically by water, but then that water is cooled by air…).

The 996 was a necessity, creating the format from which the 911 line would follow to this day. That the 996, and in particular 996.2s, have been creeping up in value in recent years underlines a growing acceptance, though we’re at a point now where the 996 and 997 prices are converging, and in many cases the 997 is cheaper. It’d be a staunch 996 owner who’d assert their preference over the newer car. On looks alone the 997 has the 996 licked, but underneath it’s a significant step up technologically.

For for full story on why the 997.1 is the best-value 911 you need to buy right now, get your copy of Total 911 issue 171 in shops now, or get it delivered to your door. Alternatively, you can download the issue to any digital device. 

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