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991 v 992: the ultimate battle

It’s fair to say Porsche’s executives can be mighty pleased with the way the company’s eighth generation of 911 has been received so far. The Neunelfer is, after all, the bedrock of Zuffenhausen: an entire automotive operation is administered with this iconic car at its centre.

Of course it’s crucial that any new 911 must succeed in obtaining the approval of a global fanbase so impassioned by it. In the case of the 992, succeeded it has… and then some.

Not since the arrival of the 997.1 has a new generation of 911 been met with such resounding acclaim by all corners of the motoring spectrum. The 992 has built nicely on the foundations of the 991 before it, an era which didn’t exactly enjoy the same instant endearment.

Its bloated size over the outgoing 997 was lamented, as was the uptake of electrically assisted steering, both of which were seen as surefire signs of a general creep away from the 911’s all-out sports car demeanor in favour of a more comfortable grand tourer.

Despite what might best be described as a takeoff with turbulence, the 991 has gone on to become one of the most popular 911 generations of all time, right where it matters – in the showroom. Even after that mid-life introduction of turbocharging for the entire Carrera range, customers continued to back the car handsomely with their wallets. As a result, the 991 is a best-seller.

The 992 is still wet behind the ears in terms of its production cycle. There are only four models to choose from, Carrera S or 4S in Coupe or Cabriolet, but, with sales managers in an effervescent glow from early reviews, it’s about time the new arrival was put directly against its predecessor.

The 992 Carrera 4S Coupe’s RRP in the UK might be £98,418, but once you’ve added some sensible options you won’t see much change from £115,000 – our Dolomite silver press car here comes in at £116,467.

That’s the same figure you can expect to pay for a 991.2 GTS right now, either straight from the production line, as some late examples are still being built alongside the 992, or from a host of used examples currently available with around 1,000 miles on the clock. The stage is therefore set: what’s better, a new 992 C4S or a well-specced 991.2 C4 GTS?


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Porsche 911 Targa Backdating… MCG is back !

Le Targa, c’est les avantages du cabriolet, tout en conservant la rigidité de la caisse. Tu roules cheveux au vent sans avoir l’impression que le pare brise va atterrir sur tes jambes à chaque fois que tu passes un dos d’âne ou un passage à niveau. En tout cas, c’est l’astuce trouvée par Porsche pour […]


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Open-top classics: 964 Targa v Cabriolet

These days the 964 is an almost universally popular generation of 911. Endeared to the hearts of many for its near-perfect blend of modernity and classic purity, most would stick a 964 in their five-car 911 garage – though that 964 would likely be a Coupe.

However, with 964 Coupe prices – particularly for the Carrera 2 – now off the scale, and in an air-cooled Porsche marketplace that’s slightly unpredictable, for anyone wishing to get behind the wheel of a 964 at a reasonable price point perhaps the Targa and Cabriolet versions of 964 are worth considering?

I admit I am with you with a preference for the Coupe. A 964 Carrera 2 Coupe is always the perfect choice, so would you really consider the two runts of the litter: a pair of Carrera 4 964s, one a Cabriolet and the other a Targa? Well, there’s only one way to find out.

Drive both across the bumpy, undulating B roads of the North Yorkshire Moors in the bitter cold of March, on a week when the UK is being battered by winter gale-force winds. Sounds perfect.

If we’re going to do this, we had better do it properly. That means no sheltering underneath the canvas; topless is the plan. It’s actually a bright,
sunny day despite the gale-force winds, and as photographer Chris says: “You won’t see the howling wind in the pictures.”

Removing the roof of both cars differs significantly. The Cabriolet is simple: sit in the driver’s seat, and push and hold the button. Wait 20 seconds or so. Done. Okay, so it’s not quite as snappy as a modern convertible Porsche, though it’s perfectly acceptable. For me, convertible cars of any make should be driven top-down whenever possible.

I always offer a disapproving frown to anyone I see driving anything with the hood up in the sunshine, so making the process as simple as possible is a vital element for me. 

The Targa is different. First off you’ll need to rummage in the glovebox for the two levers needed to release the latch above the windscreen, then faff about inserting them before swinging them through 90 degrees. That releases the front edge.

Now you have to climb out and figure out how to lift the entire roof section clear, with the catches at the front combining with two steel pins at the rear to secure the section. If you’re like me and have a giraffe-like physique, you can use your leverage and self confidence to lift it clear, a small voice in your head saying, ‘don’t drop it, don’t drop it…’. Humans with lesser leverage may need assistance.

Once you’ve lifted the top clear, what do you do with it? The stubborn male in me refuses to do the obvious thing and read the manual. After a few more moments of fiddling I discover the over-centre crank that gives the Targa section its shape and rigidity and allows the whole assembly to fold down, suitable for storage in the front luggage area. Assuming you haven’t already filled it with luggage. 

Fast and easy it is not. However, as I stand and look at the two cars, there’s no doubt in my mind which one is the better looking with the
roof configured for sunshine. The Targa is the more attractive of the two. I have always loved the rollover hoop section and, while the rear screen isn’t the classic Coupe shape, I do actually like the wrap-around curvaceousness of the one-piece rear glass.


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Our Favorite Porsches For Sale This Week: Volume 133

We’ve been compiling some amazing Porsche models on the internet for over five years now, and we’ve seen some pretty astonishing examples pop up now and again. This week we’re looking at Porsche 911 models with Targa tops! Hopefully you’ve enjoyed our « curated » look at the Porsche market. Keep in mind, some of these Porsches could be great collection investments, while others might prove to do more financial harm than good.


Every other week, we feature 5 of our favorite Porsches for sale. That post is sent out to our mailing list of more than 17,000 Porsche owners and fans and is seen by 10s of thousands of other readers who visit our site directly. If you’re selling a Porsche on eBay and would like to see it featured here, just shoot us an email with the details and we’ll be back in touch. Otherwise, feel free to check out all the other eBay listings we have on our Porsches for sale pages.


The 993, 996, and 997 Targas are little more than a huge sunroof panel, rather than a lift out targa roof, but it still counts. This one is over a decade old now, but still looks sleek and modern. The 997 has aged remarkably well. With Carrera 4S wide hips and all wheel drive, this one is a nice performing driver, too. It was well over 100,000 dollars in 2007, which was an absolute load of money back then, and it’s been kitted with nice options. I even like the color.

For more pictures, pricing and information, check out the full listing on eBay.


I’ve got a soft spot in my heart for a late long-hood 911 with black trim. Those 72.5 and 73 cars with black decklid grilles and black tail light and turn signal surrounds are just spectacular to behold. The mixture of gold lettering, stainless deco strips and targa bar, chrome headlight rings, and black shouldn’t work all together, but it does. I’m not partial to the two pairs of fog lamps on the front, as it makes the car a little too busy, but otherwise this looks like a solid classic 911 for someone to drive as often as possible.

For more pictures, pricing and information, check out the full listing on eBay.


Allegedly this is the only example of this car sold in paint-to-sample Mercedes Marine Blue, and it looks absolutely spectacular for it. I was struck by the color while scrolling through eBay and figured everyone I knew had to see it. With a Buy It Now price of $52,500 I don’t expect it to appeal to everyone, but it seems like a decent price in today’s market for what appears to be a well kept car.

For more pictures, pricing and information, check out the full listing on eBay.


You have to be the right kind of Porsche fan to buy this car, and by that I mean you can’t take yourself too seriously. This looks like a ton of fun, and for a reasonable amount of money, too. With a supercharged 3-liter, a gorgeous set of basket weave wheels, and a Strosek-style slant nose kit only a mother could love, it’s hilariously 1980s fun in a package that is probably a riot to drive. This would be the perfect car for a hot summer night in Las Vegas.

For more pictures, pricing and information, check out the full listing on eBay.


This car is not in great shape. It’s missing its engine, transmission, and interior. The paint is crazed practically everywhere, and there is a little bit of body rust, but the bones look solid. The good thing about this car is that it’s a clean slate for the new owner to restore, modify, or hot rod to their heart’s content. It’s not difficult to put a flat six into a 912, though it is quite expensive to source one. Similarly, if you’re looking for a chassis for an electric car conversion, this might not be a bad place to start. Or, if you’re looking for an inexpensive way into the Porsche fold, you can buy this and slowly get the restoration working as you find time and funds. What I’m saying is, you have options.


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This Rusty 911 Has Been Given A New Opportunity To Bring Happiness To The World

Sometimes we have to play the hand we’re dealt in life. This 1972 Porsche 911S Targa was destined from birth to head over to Japan and sit unused for decades. It’s a sad existence, but if it had not been subjected to hardships, it wouldn’t be living the life it has now. Alan Drayson of Canford Classics in the UK found this JDM 911S under a lean-to in Japan and knew it had to live again. He imported the car, a left-hand-drive model, back to the UK for a revamp in the spirit of preservation, not restoration.

This car tells a story, one that is important both to the car and to the Porsche community. It was at one point well loved, then discarded, then loved again. Rather than put it back to its original level of fit and finish (or foolishly over-restoring it to better than new) the folks at Canford decided the car was solid enough that it could be serviced and maintained, aesthetically. The Body retains its original paint, it has its original heater-element windshield (something I’ve never seen in person) and original surface rust. It looks like most of the rust is contained to the front and rear lids, and everything else holds together well enough.

After giving all of the mechanicals a full going-through, and sorting out some electrical issues, the car gets driven hard, as it was intended to. This isn’t the kind of car that you worry about a bit of dust, you just fire it up and go for a rip. If this car had been restored, it might have ended up in a bubble somewhere, but keeping it the way it was found preserves the story and ensures the 911 will be driven as hard as ever. I love this idea, and it has inspired me to go for a rip in my own Porsche. Perhaps you should do the same, rock chips and surface rust be damned.


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