911
The 911 can trace its roots back to sketches drawn by Ferdinand “Butzi” Porsche in the late 50’s. The Porsche 911 was developed as a much more powerful, larger, more comfortable replacement for the 356, Porsche’s first model. The new car made its public debut at the 1963 Frankfurt Motor Show. The car presented at the auto show, had only a mock up of the 901 engine, receiving a working one in February 1964.
It was intended that this car would be called the “Porsche 901” (901 being its internal project number). 82 cars were built as 901s. However, the French car manufacturer Peugeot, protested on the grounds that in France it had exclusive rights to car names formed by three numbers with a zero in the middle. So, instead of selling the new model with another name in France, Porsche changed the name to 911. Internally, the car’s part numbers carried on the prefix 901 for years. Production began in September 1964.
The earliest edition of the 911 had a 128Hp (96kw) flat 6 engine, in the “boxer” configuration like the 356. Air cooled and rear-mounted, it displaced a touch under 2 litres (1991 cc) compared with the 356’s four-cylinder, 1600 cc unit. The car did have four seats although the rear seats were very small, thus the car is usually called a 2+2 rather than a four-seater. It was mated to a four or five-speed manual “Type 901” transmission. The styling was largely by Ferdinand “Butzi” Porsche, son of Ferdinand “Ferry” Porsche. Erwin Komenda, the leader of the Porsche car body construction department, was also involved in the design.
In 1966 Porsche introduced the more powerful 911S, the engine’s power raised to 158Hp (118kW). Alloy wheels from Fuchs, in a distinctive 5-leaf design, were offered for the first time.
In 1967 Porsche introduced the “Targa”. The Targa had a stainless steel-clad roll bar, as Porsche had at one point, thought that the US market would outlaw fully open convertibles, an important market for the 911. The Targa was equipped with a removable roof panel and a removable plastic rear window (although a fixed glass version was offered alongside from 1968).The name “Targa” came from the Targa Florio sports car road race in Sicily, Italy in which Porsche had notable success, with several victories since 1956.
The 108Hp (81kw) 911T was also launched in 1967 and effectively replaced the 912. The staple 128Hp (96kw) model was renamed the 911L. The 911R made it’s debut with a very limited production (20 in all), as this was a lightweight racing version with thin aluminium doors, a magnesium crankcase, twin spark cylinder heads, and a power output of 209Hp (154 kW).
In 1969 the B series was introduced, the wheelbase for all 911 and 912 models was increased from 2211 to 2268mm. An effective remedy to the car’s nervous handling at the limit. The overall length of the car did not change, rather the rear wheels were moved back inside the body. Fuel injection arrived for the 911S and for a new middle model, the 911E. A semi automatic transmission was released, called Sportomatic, it was composed of a torque converter, an automatic clutch, and a four speed transmission. It was cancelled after the 1980 model year partly because of the elimination of a forward gear making it a three-speed.
The 1972–1973 model years consisted of the same models, but with a new, larger 2341 cc engine. This is universally known as the “2.4 L” engine, despite being closer to 2.3 litres. The 911E and 911S used mechanical fuel injection (MFI) in all markets. For 1972 the 911T was carburetted, except in the U.S. and some Asian markets where emission regulations forced Porsche to equip the 911T with mechanical fuel injection.
1972 Porsche moved the engine oil tank forward of the rear wheels in the name of weight distribution. This necessitated an external oil filler, just behind the right hand door. Looking almost identical to the fuel filler flap, it caused numerous owners to mistakenly fill the oil tank with fuel. So much so, that in 1973 the oil tank went back to its original position.
With the power and torque increases, the 2.4 L cars also got a newer, stronger transmission, identified by its Porsche type number 915. Derived from the transmission in the Porsche 908 race car, the 915 did away with the 901/911 transmission’s “dog-leg” style first gear arrangement, opting for a traditional H pattern with first gear up to the left, second gear underneath first, etc.
911S models also gained a discreet spoiler under the front bumper to improve high-speed stability. With the car’s weighing only 1050 kg, these are often regarded as the best classic mainstream 911s. For racing at this time, the 911 ST was produced in limited numbers (the production run for the ST only lasted from 1970 to 1971). The cars were available with engines of either 2466 cc or 2492 cc, producing 266Hp (199 kW) at 8000 rpm. Weight was down to 960 kg. The cars had success at the Daytona 6 Hours, the Sebring 12 Hour, the 1000km Nürburgring and the Targa Florio.
911 Carrera RS
(1973-1974)
These models, highly valued by collectors, are considered by many to be the greatest classic 911s of all-time. RS stands for Rennsport in German, meaning race sport in English. The Carrera name was reintroduced from the 356 Carrera which itself had been named after Porsche’s class victories in the Carrera Panamericana races in Mexico in the 1950s. The RS was built so that Porsche could enter racing formulas that demanded a certain minimum number of production cars to be made. Compared with a standard 911S, the Carrera 2.7 RS had a larger engine (2687 cc) developing 210Hp (150 kW) with unique MFI, revised and stiffened suspension, a “ducktail” rear spoiler, larger brakes, wider rear wheels and rear fenders. In RS Touring form it weighed 1075 kg, in Sport Lightweight form it was about 100 kg lighter, the saving coming from the thin-gauge steel used for parts of the body shell and also the use of thinner glass. In total, 1580 were made, comfortably exceeding the 500 that had to be made to qualify for the vital FIA Group 4 class. 49 Carrera RS cars were built with 2808 cc engines producing 296Hp (221 kW).
In 1974, Porsche created the Carrera RS 3.0 with K-Jetronic Bosch Fuel Injection producing 226Hp (169 kW). It was almost twice as expensive as the 2.7 RS but offered a fair amount of racing capability for that price. The chassis was largely similar to that of the 1973 Carrera RSR and the brake system was from the Porsche 917. The use of thin metal plate panels and a spartan interior enabled the shipping weight to be reduced to around 900 kg.
The Carrera RSR 3.0 was sold to racing teams, and scored outright wins in several major sports car races of the mid 1970s. Also, a prototype Carrera RSR Turbo came second at the 24 Hours of Le Mans in 1974 and won several major races, a significant event in that its engine would form the basis of many future Porsche attempts in sports car racing. Save for the earlier Porsche 917, it can be regarded as Porsche’s start of its commitment to turbo charging also in road cars.
2.7 – Series
(1974-1977)
1974 saw three significant changes. First, the 911s engine size was increased to 2687cc giving an increase in torque. Second, was the introduction of impact bumpers to conform with low speed protection requirements of US law, these bumpers being so successfully integrated into the design that they remained unchanged for 15 years. Thirdly, the use of K-Jetronic CIS Bosch Fuel Injection in two of the three models in the line up— the 911 and 911S models. Retaining the narrow rear arches of the old 2.4, the 911 now had a detuned version of the RS engine producing 147 and 173 Hp (110 and 129 kW). The Carrera 2.7 retained the same 210Hp MFI engine, suspension and brakes etc. as the 1973 Carrera RS. It weighed in at 1075 kg, the same as the RS Touring.
The Carrera 3.0 was introduced in 1976 with what was essentially the future 911 Turbo’s 2994 cc engine minus the turbocharger, and with K-Jetronic CIS although now developing 197Hp (147 kW).
911 Turbo (Type 930)
(1975–1989)
In 1974 Porsche introduced the first production turbocharged 911. Although called simply Porsche 911 Turbo in Europe, it was marketed as the Porsche 930 (930 being its internal type number) in North America. The body shape is distinctive thanks to wide wheel-arches to accommodate the wide tires, and a large rear spoiler often known as a “whale tail”. Starting out with a 3.0 L engine 257 Hp (190 kW), these early cars are known for their exhilarating acceleration coupled with challenging handling characteristics and extreme turbo lag. For 1978, capacity rose to 3.3 L and 297Hp (220 kW), and an intercooler was added which was placed under the rear spoiler.
Production figures of the basic 930 soon qualified it for FIA Group 4 competition, with the racing version called the Porsche 934 of 1976. Many participated at Le Mans and other races including some epic battles with the BMW 3.0 CSL “Batmobile”. The wilder FIA Group 5 version called Porsche 935 evolved from the 2.1 L RSR Turbo of 1974. Fitted with a slope nose, the 500+ Hp car was campaigned in 1976 by the factory, winning the world championship title. Private teams went on to win many races, like Le Mans in 1979, and continued to compete successfully with the car well into the 1980s until the FIA and IMSA rules were changed.
With the introduction of unleaded fuel in 1986, Australia discontinued importing the 930. Any 930 you see for sale produced between 1986 and 1989 will be a private or grey import.
In 1989, its last year of production, the 930 was equipped with a five-speed gearbox. The 930 was replaced in 1990 with a 964 version featuring the same 3.3 L engine. There have been turbocharged variants of each subsequent generation of 911.
911SC
(1978–1983)
In 1978, Porsche introduced the new version of the 911, called the “911SC”. It featured a 3.0 litre engine with Bosch K-Jetronic fuel injection and a 5 speed 915 transmission. Porsche broke away from using magnesium crankcases like in the early 2.0, 2.2, 2.4, and 2.7 liter engines. This was the start of what are considered by collectors to be the most reliable 911s. In 1981, a Cabriolet concept car was introduced at the Frankfurt Motor Show. Not only was the car a true convertible, but it also featured four wheel drive, although this was dropped in the production version. The first 911 Cabriolet debuted in late 1982, as a 1983 model. This was Porsche’s first cabriolet since the 356 of the mid-1960s. It proved very popular with 4,214 sold in its introductory year, despite its premium price relative to the open-top Targa. Cabriolet versions of the 911 have been offered ever since.
It was during this time, that Porsche AG decided the long-term fate of the 911. In 1979 Porsche had made plans to replace the 911 with their new 928. Sales of the 911 remained so strong however, that Porsche revised its strategy and decided to inject new life into the 911 editions.
Peter W. Schutz (CEO Porsche AG 1981-1987) wrote:
“The decision to keep the 911 in the product line occurred one afternoon in the office of Dr. Helmuth Bott. I noticed a chart on the wall of Professor Bott’s office. It depicted the ongoing development schedules for the three primary Porsche product lines: 944,928 and 911. Two of them stretched far into the future, but the 911 program stopped at the end of 1981. I remember rising from my chair, walking over to the chart, taking a black marker pen, and extending the 911 program bar clean off the chart. I am sure I heard a silent cheer from Professor Bott, and I knew I had done the right thing. The Porsche 911, the company icon, had been saved, and I believe the company was saved with it.”
911 3.2 Carrera series
(1984–1989)
With the 911’s future ensured, 1984 saw the launch of a replacement for the successful SC series. It was the model year 1984 911 3.2 Carrera, reviving the Carrera name for the first time since 1975. The 911 3.2 Carrera was the last iteration in the original 911 series, with all subsequent models featuring new body styling with new brake, electronic and suspension technologies.
A new higher displacement motor, a 3.2 liter horizontally opposed flat 6 cylinder, was utilized. At the time Porsche claimed it was 80% new. The new swept volume of 3164 cc was achieved using the 95 mm bore (from the previous SC model) combined with the 1978 Turbo 3.3 crankshaft’s 74.4 mm stroke. In addition, higher domed pistons increased the compression ratio from 9.8 to 10.3:1. New inlet manifold and exhaust systems were fitted. The 915 transmission was carried over from the SC series for the first three model years. In 1987, the Carrera got a new five-speed gearbox sourced from Getrag, model number G50 with proven Borg-Warner synchronizers. This slightly heavier version also featured a hydraulically operated clutch.
With the new engine, power was increased to 231Hp (172 kW) for most markets, and to 207 Hp (154 kW) for North American-delivered cars. This version of the 911 accelerated to 100 km/h in 5.4 seconds and had a top speed of 242 km/h as measured by Autocar. Factory times were more modest: 0-100 kph in 6.1 seconds, and 6.3 seconds for the US version.
The brake discs were increased in size to aid in more effective heat dissipation and improved oil-fed chain tensioners were fitted to the engine. To improve oil cooling, a finned cooler replaced the serpentine lines in the front guard well. This was further improved in 1987, with the addition of a thermostatically controlled fan.
Driving refinement and engine reliability were improved with an upgrade of the fuel and ignition systems to an L-Jetronic system with Bosch Motronic 2 DME (Digital Motor Electronics system). An improvement in fuel-efficiency was due to the DME providing a petrol cut-off on the overrun. Though custom-mapped chips remain a popular upgrade. The fuel and control unit relay that is mounted externally, the “DME relay” is known to be a weak point of the system.
Three basic models were available throughout the Carrera years – Coupe, Targa and Cabriolet. Almost indistinguishable from the SC, external clues are the front fog lights, which were integrated into the front valance in the Carrera. Very modest cosmetic changes were made throughout the lifespan of the Carrera, with a redesigned dash featuring larger air conditioning vents appearing in 1986.
In 1984, Porsche also introduced the M491 option. Officially called the Supersport in the UK, it was commonly known as the “Turbo-look”. It was a style that resembled the Porsche 930 Turbo with wide wheel arches and the distinctive “Whale Tail”. It featured the stiffer turbo suspension and the superior turbo braking system as well as the wider turbo wheels. Sales of the Supersport were particularly strong for its first two years in the United States because the desirable 930 was not available.
For the European market in Italy a very exclusive version was introduced by the Porsche agent. Ten Carrera model ST (Senza Turbo) were produced to commemorate the myth of the 10th anniversary of the Carrera RS model, revised engine developing 255 Hp (190 kW) they were all “Grand Prix white” with red or blue “Carrera ST” decal on each side of the car and blue or red wheels, the logo Carrera ST (and 3.2 on the boot grill) of their famous duck tail, and a special engraved plate on the dash board, the serial N° were 490-499.
The 911 Carrera Club Sport (CS) (option M637), 340 of which were produced worldwide from August 1987 to September 1989, is a reduced weight version of the standard Carrera that, with engine and suspension modifications, was purpose built for club racing. The CS had a blueprinted engine with hollow intake valves and a higher rev limit, deletion of: all power options, sunroof, air conditioning, radio, rear seat, undercoating, sound insulation, rear wiper, door pocket lids, fog lamps, front hood locking mechanism, engine and luggage compartment lights, lockable wheel nuts and even the rear lid “Carrera” logo, all in order to save an estimated 70 kg in weight. All CS’s have a “SP” stamp on the crankcase and cylinder head. The UK CS’s were all “Grand Prix White” with a red “Carrera CS” decal on each side of the car and red wheels. Although the CS was well received by the club racers, because it cost more than the stock 911 but had fewer “creature comforts”, it was not well received by the public in general.
Speedster
The 911 Speedster, a low-roof version of the Cabriolet which was evocative of the Porsche 356 Speedster of the 1950s, was produced in limited numbers (2,104) starting in January 1989 until July 1989 as both a narrow body car and a Turbo-look. The narrow version was produced only 171 times. The Speedster started as a design under Helmuth Bott in 1983 but was not manufactured until six years later. It was a two-seat convertible that featured a low swept windshield, and a large body coloured clamshell that covered a temporary use only folding roof.
959
(1987-1989)
Though not strictly a 911, the technology developed by the 959 lent so much to later generations of 911 that I felt it should be included.
Development of the 959 (originally called the Gruppe B) started in 1981, shortly after the company’s then-new Managing Director, Peter Schutz, took his office. Porsche’s head engineer at the time, Helmuth Bott, approached Schutz with some ideas about the Porsche 911, or more aptly, a new one. Bott knew that the company needed a sports car that they could continue to rely on for years to come and that could be developed as time went on. Curious as to how much they could do with the rear engined 911, Bott convinced Schutz that development tests should take place, and even proposed researching a new all wheel drive system. Schutz agreed, and gave the project green light. Bott also knew through experience that a racing program usually helped to accelerate the development of new models. Seeing Group B rally racing as the perfect arena to test the new mule and its all wheel drive system, Bott again went to Schutz and got the go ahead to develop a car, based on his development mule, for competition in Group B.
Porsche developed an already existing engine instead of creating a new one from scratch. The power plant, a twin turbocharged six-cylinder boxer engine with an air-cooled block and water-cooled heads, displaced 2.85 liters, about half a litre less than a contemporary 911 engine. The motor had originally been developed for the “Moby Dick” race car and then been redeveloped slightly for the short-lived Porsche Indy Car and several other projects before being “tweaked” a last time for use in the 961, the 959’s racing counterpart. The water cooled cylinder heads combined with the air cooled block, 4-valve heads and sequential turbochargers allowed Porsche to extract 331 kW (444 hp) from the compact, efficient and rugged power unit. The use of sequential twin turbochargers rather than the more usual identical turbochargers for each of the two cylinder banks allowed for smooth seamless delivery of power across the engine RPM band, in contrast to the abrupt on-off power characteristic that distinguished Porsche’s other turbocharged engines of the period. The engine was used, virtually unchanged, in the 959 road car as well.
In an attempt to create a rugged, lightweight shell, Porsche adopted an aluminium and Aramid (Kevlar or Twaron) composite for body use along with a Nomex floor, instead of the steel normally used on their production cars. The vehicle’s weight of 1,450 kg helped to achieve its high performance level.
Porsche also developed the car’s aerodynamics, which were designed to increase stability, as was the automatic ride-height adjustment that became available on the street car (961 race cars had fixed suspension). Its “zero lift” aerodynamics were a big part of keeping it drivable at speed. The 959 also featured Porsche-Steuer Kupplung (PSK) which was at the time the most advanced all-wheel-drive system in a production car. Capable of dynamically changing the torque distribution between the rear and front wheels in both normal and slip conditions, the PSK system gave the 959 the adaptability it needed both as a race car and as a “super” street car. Under hard acceleration, PSK could send as much as 80% of available power to the rear wheels, helping make the most of the rear-traction bias that occurs at such times. It could also vary the power bias depending on road surface and grip changes, helping maintain traction at all times. The magnesium alloy wheels were unique, being hollow inside to form a sealed chamber contiguous with the tire and equipped with a built-in tire pressure monitoring system. This system would be later seen in the 928S4.
The 1983 Frankfurt Motor Show was chosen for the unveiling of the Porsche Group B prototype. Even in the closing hours of October 9, finishing touches were being applied to the car to go on display the next morning. After the first two prototypes, the body work was modified to include air vents in the front and rear wheel housings, as well as intake holes behind the doors.
In 1984, three 911s modified to 959 specifications (due to the requirement that Group B cars be based on production cars with at least 200 built) were used in the Paris-Dakar Rally, with Jacky Ickx the prime motivator. By 1985 the 959 rally variant was ready, but it experienced a disappointing start: all three cars failed to finish. However, in 1986 the 959 finished 1-2. The 959 was never seriously considered for a Group B Rally season; the cost of completing a full season far outweighed any technical information that would have been gained.
The street version of the 959 debuted at the 1985 Frankfurt Motor Show as a 1986 model, but numerous issues delayed production by more than a year. The car was manufactured in two levels of trim, “Sport” and “Comfort”, corresponding to the race version and the street version. First customer deliveries of the 959 street variant began in 1987, and the car debuted at a cost of $225,000 USD per unit, still less than half what it cost Porsche to build each one. Production ended in 1988. In total, 337 cars were built, including 37 prototypes and preproduction models. At least one 959 and one 961 remain in the Porsche museum in Stuttgart.
1986 was also the year that the racing variant, the Porsche 961, made its debut at the 24 Hours of Le Mans. Driven by Rene Metge partnering Claude Ballot-Lena, it finished first in its class and 7th overall. It returned in 1987 but failed to finish after a spin while in 11th place. Thus ended the career of the 961.
In 1992/1993, Porsche built eight 959s assembled from spare parts from the inventory at the manufacturing site in Zuffenhausen. All eight were “Comfort”-versions: four in red and four in silver. These cars were much more expensive (DM 747,500) than the earlier ones (DM 420,000). The later cars also featured a newly developed speed-sensitive damper system. The cars were sold to selected collectors after being driven by works personnel for some time and are today by far the most sought-after 959s.
Most 959s are in the hands of collectors, but a few do occasionally come to market, with prices in the region of 180,000-250,000 EUR (cars produced in 1987/1988). It is impossible to estimate the price of cars from the highly limited batch of 1992/1993.
The lessons learned from the 959 project about engine management, aerodynamics, suspension tuning, and 4-wheel drive were what enabled the production life of the 911 to be extended to the present day.
964 Series
(1989–1993)
In late 1989, the 911 underwent a major evolution with the introduction of the Type 964.
Based with many innovative technologies derived from the 959, this would be a very important car for Porsche, since the world economy was undergoing recession and the company could not rely on its image alone. It was launched as the Carrera 4, the “4” indicating four wheel drive, a decision that surprised many but demonstrated the company’s commitment to engineering by reminding buyers that race and rally engineering (of the 959) does affect road cars. Drag coefficient was down to 0.32. The chassis was comprehensively redesigned. Coil springs, ABD, ABS and power steering all made their debut. The engine was increased in size to 3.6L and developed 247 Hp (184 kW). A rear spoiler that only deployed automatically at high speed, preserving the line of the vehicle when at rest, was fitted. The car was more refined, but thought by some journalists to have lost some purity of the 911’s concept. The rear wheel drive version, the Carrera 2, arrived a year later.
With the release of the Carrera 2, Porsche also introduced the ahead-of-its-time Tiptronic automatic transmission, featuring adaptive electronic management and full manual control. The North American market 964 was one of the first cars in the world offered with dual airbags standard (from 1991), the first being the Porsche 944 Turbo (from 1987).
In 1992, Porsche re-introduced a limited-edition RS model, inspired by the 1973 Carrera RS and emissions-legal in Europe & Rest of World Countries. Appeals from American customers resulted in Porsche developing the RS America of which 701 were built. However, while European RS was a homologation special, RS America was an option delete variant of the regular model. The RS 3.8 of 1993 had Turbo-style body work, a larger fixed whale tail in place of the movable rear spoiler, and a 297 Hp (221 kW) 3746 cc engine.
Since the RS/RS America was intended as a no-frills, higher performance version of the 964, there were only four factory options available: a limited slip differential, AM/FM cassette stereo, air conditioning, and a sunroof. The interior was more basic than a standard 911 as well; for example the interior door panels lacked the armrests and door pockets and had a simple pull strap for the opening mechanism. Although the RS America was about $10,000 cheaper than a fully equipped C2 at the time of their production, these models now command a premium price on the used market over a standard 964 (RS Europe was about $20,000 more expensive than a C2).
Introduced in October 1992 for the ’93 model year the Speedster returned, based on a Carrera 2. Very similar to the 3.2 speedster of 1989, the styling was subtly changed, with a lower and more ‘raked’ windshield and simple hood, plus some of the ‘luxury’ bits were removed to save weight.
Inside were lightweight bucket seats from the Carrera RS, with colour coded backs, but you could also order your Speedster with Sport or ‘comfort’ seats, air conditioning and many of the regular 964 options including Tiptronic gearbox.
The hood of course was manual, so too the windows, the Cup mirrors also. The hood when folded fitted under the plastic ‘Speedster’ humps. Porsche were quick to point out that the hood was for ‘weather protection’ rather than a full convertible top, presumably they didn’t want complaints of leaking tops.
Porsche planned to build 3000 speedsters in 1993, only 936 were in fact built making this a very rare 911 model and hence valuable.
964 Turbo
(1990–1993)
In 1990 Porsche introduced a Turbo version of the 964 series. For the 1991 and 1992 model years, Porsche produced the 964 Turbo with the 930’s proven 3.3 L engine, improved to produce 317 Hp (235 kW). 1993 brought the Carrera 2/4’s 3.6 L engine, now in turbo-charged form and sending a staggering 357 Hp (265 kW) to the rear wheels. With the 993 on the way, this car was produced only through 1994 and remains rather rare.
993
(1993–1998)
The 911 was again revised in 1993 under the internal name Type 993. This car was very significant as it was the final incarnation of the air cooled 911, introduced in 1964.
The exterior featured an all new front and rear end. The revised bodywork was smoother, having a noticeably more aerodynamic front end somewhat reminiscent of the 959. Styling was by Englishman Tony Hatter under the supervision of design chief Harm Lagaay.
Along with the revised bodywork, mechanically the 993 also featured an all-new multilink rear suspension that improved the car’s ride and handling. This rear suspension was largely derived from the stillborn Porsche 989’s rear multilink design, and served to rectify the problems with earlier models’ tendency to oversteer if the throttle or brakes were applied mid-corner. These modifications also reduced previous 911’s lift-off oversteer problems to a much more moderate degree.
The new suspension, along with chassis refinements, enabled the car to keep up dynamically with the competition. Engine capacity remained at 3.6 L, but power rose to 200kw thanks to better engine management and exhaust design, and beginning with model year 1996 to 210kw. The 993 was the first Porsche to debut variable-length intake runners with the “Varioram” system on 1996 models. This addressed the inherent compromise between high-RPM power production and low-RPM torque production, and was one of the first of its kind to be employed on production vehicles. A new four-wheel-drive made a return as an option in the form of the Carrera 4, the rear wheel drive versions simply being called Carrera. A lightweight RS version saw capacity rise to 3.8 L, with power reaching 221kw. The RS version was rear-wheel drive only.
Non-turbo models appeared that used the Turbo’s wide body shell and some other components (the Carrera 4S and later the Carrera S).
993 Targa
(1995-1997)
During 1994 Porsche announced that a Targa version of the 993 would not be available. However in 1995 a new Targa was announced. Totally different from the Targa’s of the 964 and prior, this was an elegant (and complex) system of sliding glass with electric operation based on the chassis of a convertible.
The roof of the car is composed of 3 glass panels (a wind deflector, the sunroof and the rear screen).
The main panel can be electrically operated to slide down inside the rear screen of the car, emulating a Cabriolet. Meanwhile the glass wind deflector moves up and reduces interior wind buffeting. Additionally a ‘blind’ moves fore and aft as a sunshade. When stowed, it hides inside the headlining above the sun visors.
The Targa had a unique alloy wheel. 17″ in two pieces, the centre secured to the rim by 24 Bolts. They were only available as 2 wheel drive, manual or Tiptronic.
993 RS
For 1995 model year Porsche produced another legend, the new 993 RS. Available in two specifications, Touring or Clubsport. This was a 911 intended for track use or light sporting use ‘straight out of the box’. Although its purpose was clear, it is a more manageable and enjoyable car on the street than the previous 964RS, yet it was even more effective on the track. The weight was reduced by 50 kg from a standard 993 by omitting various luxury components, such as the rear seats, the steel trunk lid was replaced by an aluminium lid along with thinner glass for the side windows.
The chassis improvements included a reduced ride height (by 40 mm ) and stiffer hardened suspension. The brakes were taken from the 993 Turbo and the engine (3.8 for the RS) was remapped to produce 300Hp.
The RSCS (Clubsport). Weight was further reduced, the airbag, electric windows, electric seat adjustments and headlight washers were removed, all of these reductions reduced the overall weight by around 100 kg’s. The Clubsport has bigger Front and rear spoilers than the regular Touring, however these larger spoilers were an option for the Touring.
Few 993 RS’ were built, so prices remain high and are likely to remain so. Some of the cars on the market will be ex race cars and therefore might have led an exciting life.
Incidentally the 3.8 motor was a special factory option (albeit rare) for regular 993.
993 Turbo
(1995–1997)
A Turbo version of the 993 was launched in 1995 and became the first standard production Porsche with twin exhaust turbochargers and the first 911 Turbo to be equipped with permanent all-wheel-drive (in order to delete the AWD, one had to refer to the more powerful and race homologated GT2). The similarity in specification, and in performance levels inspired several comparison road tests with the 959. The 3.6 L twin turbo M64/60 engine produced 406 Hp (300 kW).
In 1997, Porsche introduced a limited run of 182 copies of the 993 911 Turbo S with even higher performance. The additions include a boost to 428 Hp (320 kW) over the regular Turbo’s 406 Hp. There are some modifications to the body as well, which includes scoops in the guards right behind the doors for engine cooling and vents on the whale tail rear spoiler.
993 Turbo models, because of raw power, reliability and their nature as the final air cooled 911 Turbo cars still command a massive premium.
993 GT2.
For the 1996 model year Porsche presented the GT2. Primarily intended for track use, but some enthusiasts bought them for personal road use. Basically a 3.6-Litre twin-turbo, 430Hhp version of the 993 Turbo but lighter, stripped out and just two wheel drive. The 993 GT2 was fitted with an imposing biplane rear spoiler and RS type front splitter, along with plastic fender extensions and lightweight seats.
Clubsport package could be added which consisted of a welded-in roll cage, contoured bucket seats, six-point harness, main battery switch and a fire extinguisher.
996 (1998-2004)
After 34 years in production the famous air-cooled 911 was replaced by an all new model. The 996 had little in common with its predecessor, with the first new chassis platform since the original 911 and a new water-cooled engine. Technically, it was a major change, a complete breakaway from the original car other than overall layout.
This car was a major leap for Porsche, although many of the traits that defined the 911 during past decades still remained. As with the 993 before it the 996 was also a significant model, but mainly for the way it was conceived and designed, and the effect it had on Porsche during the 1990s.
Critics condemned the 996’s styling, largely because it shared its headlamps, indeed much of its front end mechanically, with the less expensive Boxster. The 996 had been on the drawing board first and was a more advanced car in some respects, but the cost-cutting seemed inappropriate for an expensive car.
Otherwise, the Pinky Lai-penned shape followed the original Butzi Porsche design very closely; the Carrera model had a 0.30 Coefficient of drag. The interior was further criticized for its plainness and its lack of relationship to prior 911 interiors, although this came largely from owners of older 911s.
At its debut, the 996 featured the most significant change from the classic 911 series, a water-cooled engine replacing the previously air-cooled unit. Progressively stringent emissions and noise regulations, environmental concerns, a higher expectation for refinement made the switch necessary. Displacement was 3.4 L and power output was 221 kW, increased in 2002 to 3.6 L and 235 kW.
The Carrera and Carrera 4 underwent further revisions for model year 2002, receiving the front headlight/indicator lights which were first seen on the Turbo version two years earlier. This allowed the 911 to be more distinguishable from the Boxster. A mildly revised front fascia was also introduced, though the basic architecture remained.
2004 saw the 40th anniversary of the 911. So as Porsche does, they built another anniversary edition.
A limited number (1963) of these cars were built, standard features included a more powerful 257kw engine, a standard Porsche Stability Management system (PSM), enhanced acceleration due to a mechanical rear axle differential lock and more aggressive suspension tuning.
Painted GT Silver metallic, this anniversary edition has front air cooling openings like the Porsche 911 Turbo, body-color air intake grilles, unique sill trim and an aluminum 911 logo on the engine cover.
Inside, the dark grey leather sport seats include two-stage heating, special silver metallic and aluminum interior trim and a numbered plaque on the center console.
The 996 eventually spawned over a dozen variations, including all wheel drive Carrera 4 and Carrera 4S, the club racing-oriented GT3, and the forced-induction 996 Turbo and GT2.
996 Turbo (2000–2004)
In 2000, Porsche launched the Turbo version of the Type 996. Like the GT3, the new Turbo engine was derived from the 911 GT1 engine and, like its predecessor, featured twin-turbos and now developed 309kw. Also like its predecessor, the new Turbo was only available with all wheel drive.
Later on toward the end of the 996 life cycle, a 996 Turbo S coupe was released along with a new debut of the Turbo S Cabriolet boasting even more power, 331kw and 620 Nm of torque. The Turbo can reach a top speed of 304 kph.
Styling wise, the car was more individual than previous Turbos. Along with the traditional wider rear wings, the 996 Turbo had different front lights and bumpers when compared to the Carrera and Carrera 4 at the time. The rear bumper had air vents that were reminiscent of those on the Porsche 959 and there were large vents on the front bumper. These have been copied on the Carrera 4S and Cayenne Turbo.
996 GT3 (1999–2004)
As with all Porsche’s 911 RS models, the GT3 was devoid of any unnecessary items that would add weight to the car. Sound deadening was almost completely removed, as were the rear seats, stereo system, sunroof, and air conditioning, although automatic air conditioning and CD/radio became no-cost optional add-ons.
In addition, Porsche offered the Clubsport package. This option replaced the standard electrically adjustable leather front seats with manually adjustable racing buckets finished in fire-retardant fabric, bolt-in half-roll cage, 6-point drivers racing harness, fire extinguisher (mounted in the front passenger foot well) and preparation for a battery kill switch.
To bring the vehicle’s track-prowess to the maximum level, Porsche gifted the GT3 with enlarged brakes, a lowered, re-tuned suspension system, lighter-weight wheels and a new front bumper with matched rear spoiler to help increase downforce.
Porsche made significant updates to the GT3 for 2004. Horsepower was raised to 284kw and torque to 385 Nm, 80% of which was available from a mere 2,000 rpm. The braking setup was upgraded, now featuring 6-piston calipers on the front, rears remained 4-piston, and the Porsche Ceramic Composite Brake system was offered as an option.
The new car also was updated to the new 996 facelift including headlights that were differentiated from the Boxster. In track testing the GT3 managed a 0-100kph time of 4.5 seconds and a quarter mile time of 12.0 seconds at 190 km/h.
Porsche introduced a revised 911 GT3 RS to the European Market in 2003, marking the last revision of the 996 platform car before its discontinuation in 2005. A total of 1,890 cars were built.
Porsche’s official test-driver Walter Röhrl completed the Nürburgring Nordschleife with the 996 GT3 in 7 minutes 56 seconds, a feat which was used by Porsche to promote the car. Later, with the 996 GT3 RS, he managed 7 minutes 43 seconds
997
The 997 was an evolution of the preceding 996, with the most significant changes being interior and exterior styling, the most notable being the replacement of the “fried egg” headlamps used on the 996 with the classic “bug eye” units. Larger 18-inch wheels were fitted as standard, and other engineering changes include slightly increased power; however, the car is technically very similar to its predecessor albeit with many revisions. A new S version was offered, with additional power from a slightly larger engine, sports suspension, and sports exhaust.
997.1 (2004–2008)
By February 1999, just a few months into the 997 development programme, designers were already at work on the 997 body design. After numerous reviews during the rest of 1999 and full size clay models built from 2000 into 2001, a final design by designer Grant Larson was approved. Early prototypes were built in late 2001 for testing, based on the newly set parameters. While the exterior styling was revised, it was again more evolution rather than revolution; typical of Porsche. The rear bodywork was a total of 88 mm wider than its predecessor. However, the most notable aesthetic difference between the 997 and the 996 was the return to oval headlights like those of pre-996 Carreras, with separate indicator units. The interior was re-designed with new controls; however, it was more reminiscent of classic 911 interiors than of the outgoing 996. The body in general remained low profile with a drag coefficient of 0.28 for the Carrera and 0.29 for the Carrera S.
Cabriolet
For the first time, development of the cabriolet version of the 997 led the design and engineering effort at Porsche with the coupé following. Porsche applied the logic that if you started with the more difficult cabriolet challenges (for chassis stiffness) the coupé version would simply be more rigid. Despite additional weight, the cabriolet versions attain nearly the same performance figures as their coupé counterparts. Even the rear wing rises slightly higher on the cabriolets to compensate for differences in drag over the canvas top vs. the smoother coupé shape. The 997 cabriolet had a factory optional hard top that provided better protection from unexpected weather conditions than the conventional canvas top.
Targa
The Targa 4 and 4S versions were introduced in 2006. Like its predecessors, the 993 and 996, the 997 Targa is equipped with a glass roof system. At any speed, the roof can be opened where it drops down 25 mm and slides a metre back underneath the rear window. As the roof weighs an additional 60 kg (132 lb), the suspension has been modified as compared to the other Carrera models. When the glass roof is retracted, a small glass deflector is raised above the windshield to aid aerodynamic stability.
Unlike previous versions, the 997 Targa was only available with all-wheel drive. Targa 4 models are slightly slower than the hard top Carrera models because of the heavier roof and the all-wheel-drive system.
The 997 Targa became available in the Autumn of 2006 as a 2007 Model. In the first year, Porsche produced 1,760 Targas worldwide out of the 38,922 911 models produced in total.
Carrera S and 4S
Following the success of the earlier 996 Carrera 4S, Porsche introduced the Carrera S in 2005 which had power output increased by 21 kW; as compared to the base Carrera.
Turbo
The 997 Turbo debuted in February 2006 at the Geneva Motor Show. It featured a new front bumper with LED turn signal strips integrated in the air intakes; the fog lamps were moved to the corners of the bumpers. Large air vents fore and aft of the rear wheels provide other obvious visual cues of the Turbo model. The turbo utilises the wide body shell of the AWD models, giving it a more aggressive stance than the base 911 models. Also featured was a retractable rear wing, as used on the 996 Turbo along with air vents on the rear quarter panels to feed the intercoolers mounted either side of the engine. The 997 Turbo was 41 kg lighter than its predecessor due to the extensive use of aluminium in key elements of the car.
The engine was based on the 911 GT1’s design and is rated at 353 kW and 620 Nm (680 Nm at overboost) of torque. The torque is managed by Porsche Traction Management (PTM) system in conjunction with the Porsche Stability Management (PSM) system in order for a safer delivery of the torque produced by the engine.
The engine uses two Borgwarner VTG turbochargers, a first for a Porsche production car. The turbochargers are fitted with a two-stage resonance intake system. The Variable Turbine Geometry incorporates guide vanes on the turbine wheel that change their a with exhaust angle of attack speed, reducing turbo lag at low speeds while opening up to prevent excessive back pressure at high RPM.
The optional Sport Chrono package allows the 911 Turbo to overboost for ten seconds (1.0 bar to 1.2 bar), increasing peak torque over a narrow RPM range.
According to official Porsche figures, the 997 Turbo accelerates from a standstill 0–100 km/h in 3.9 seconds with the manual transmission, and 3.7 seconds with the 5-speed Tiptronic S transmission. Benchmark times to 200 km/h are 12.8 and 12.2 seconds, respectively. Maximum speed with either transmission is 310 km/h.
As an option, Porsche also offered its ceramic brake system, PCCB (Porsche Ceramic Composite Brake). The advantages of this high-tech material mean a reduction of 17 kg compared to the standard brake system, excellent fade resistance owing to consistent friction values, and absolute corrosion resistance.
Turbo Cabriolet
Porsche announced in May 2007 that the 911 Turbo Cabriolet would go on sale in September that year. The Porsche 997 Turbo Cabriolet became one of the fastest convertible sports cars in the world. It was capable of similar top speeds and acceleration to the standard Porsche 997 turbo coupé, a notable feat due to the typical problems associated with convertible variants of hardtop coupés, such as the poor aerodynamics of a soft top, a lack of torsional rigidity, and the consequential weight increase from structural members.
GT2
The 996 GT2 was superseded by the 997 GT2, which went on sale in November 2007. At its release, the 997-generation Porsche 911 GT2 was the most powerful and fastest road-going 911 ever to have been sold to the public.
The GT2’s engine was based on the existing 3.6 L flat-6 engine, featuring the same twin variable turbine geometry turbos as used on the 997 turbo, generating a maximum power output of 390 kW at 6,500 rpm and 680 Nm of torque at 2,200 rpm. Unlike the 997 Turbo, the 997 GT2 uses a rear wheel drive layout for reduced weight (primarily for competing in GT2 class racing as with its predecessors), and boasts a power increase from a newly designed expansion intake manifold, and shorter turbo intake manifolds. Further, a full titanium exhaust system was fitted to the 997 GT2 contributing to reduced weight as compared to the turbo. Despite the power hike, Porsche claims fuel consumption at full throttle is improved by 15 percent compared with the 997 turbo. The GT2 accelerates in 3.6 seconds to 100 km/h and in 7.4 seconds to 161 km/h and has top speed of 329 km/h. This makes it the first 911 to exceed the 322 km/h (200 mph) top speed barrier. The Porsche 997 GT2 has a curb weight of 1,440 kg. The only transmission available is a 6-speed manual.
The GT2 was the first Porsche to be equipped with launch control.
GT3
The GT3 variant debuted at the 2006 Geneva motor show alongside the 997 Turbo. Like previous GT3 models, it was a way for Porsche to homologate aerodynamic features for racing, as well as to offer race cars for customer teams. The engine has the same displacement as the Turbo, but does away with the turbochargers and uses a new variable intake system. The engine is rated at 305 kW and 405 Nm of torque. It has an 8,400 rpm redline matching that of the Carrera GT flagship.
The GT3’s body work includes a special front bumper which increases cooling for the front-mounted radiators as well as a split spoiler at the rear. The GT3 also includes a special rear bumper and centre tailpipes which draw heat away from the engine. The suspension system is lowered and the car utilises 30-series 305 mm tyres and 19 in wheels. The car weighs 1,395 kg.
The 997 GT3 was more driver-friendly than its predecessor, with “comfort” seats and the Porsche Communication Management system installed.
The special GT3 RS model came without many of the luxuries typically found in a Carrera to focus more on track-orientated driving (although the car is still road-legal). The RS trim was also available with a full roll cage and carbon fibre seats along with a large fixed rear wing to add to the race-car-for-the-road feel. A racing version of the GT3 RS debuted in 2007, called the 997 GT3 RSR.
The ratios on the six-speed transmission are closer, allowing the GT3 to reach 97 km/h in 4.1 seconds, while the RS accomplishes the same in exactly 4 seconds. The GT3 will continue to 161 km/h in 9.2 seconds and has a maximum top speed of 310 km/h.
997.2
The 997 received a mid-cycle refresh in 2008 for the 2009 model year. The updated model range was unveiled at the Paris Auto Show in September 2008. The updated Porsche 911 (called 997 Gen II internally at Porsche and 997.2 informally by enthusiasts) included the following changes:
A completely new engine with direct fuel injection. The engine was mounted 10 mm lower. The new Porsche Doppelkupplungsgetriebe (PDK) transmission was also introduced, replacing the venerable Tiptronic.
It also had revised front bumper with larger air intakes, headlamps with LED daytime running lights and newly optional dual HID projectors, revised rear bumper with a new LED tail light design; AWD models included a reflective stripe between the tail lights.
On 6 June 2008, these changes to the Porsche 911 were revealed on the Porsche website. The Turbo was not revealed until the Frankfurt Motor Show in September, thereafter the Turbo-based GT2 received the updated changes.
Targa (2009–2012)
Porsche 997 Targa 4
The updated Targa 4 and Targa 4S models were announced in July 2008. The Targa now had a glass roof made of a special glass that repelled UV rays from entering the car. The engine in the Targa 4 was now uprated at 254 kW while for the Targa 4S, power was increased to 283 kW.
2010 Porsche 997 Turbo cabriolet
The refreshed version of the 997 Turbo was unveiled at the 2009 Frankfurt Motor Show. It received a completely new 6-cylinder, 3.8 litre boxer engine generating a maximum power output of 368 kW and 651 Nm of torque (700 Nm with overboost) using revised BorgWarner variable turbine geometry (VTG) turbochargers. The new engine shared the construction of other 997 Gen II DFI engines. The 997 Gen I engine’s Nikasil cylinder liners were replaced with an Alusil block that combined the cylinders and crankcase into an integrated casting for each bank, thus reducing weight (in contrast to a separate cylinder block and crankcase for each bank). The dry sump lubrication system in the Turbo differed from other 911 models in that it uses integrated oil reservoirs at the bottom of the engine, separate from the crank case and utilises six oil pumps. The engine is configured with direct fuel injection and a compression ratio of 9.8:1. The intake manifold is a slightly larger unit, adopted from the outgoing GT2 along with slightly larger intake valves, wheels for the Turbochargers, and intercoolers. The exhaust system is also more refined and aids in the power increase while improving fuel economy. The overall result is an engine that is 10 kg lighter than the previous engine and has a peak turbo-boost of 11.6 psi (a decrease from the outgoing model).
The suspension system was also revised and had new software to enhance handling. The BorgWarner all-wheel-drive system received new software for more linear delivery of power to the front wheels.
The Turbo was available with a manual transmission or the optional 7-speed PDK dual-clutch gearbox, which replaced the Tiptronic. With PDK and the optional sport-chrono package, which includes the availability of an electronically controlled launch control and an overboost-function for temporarily increasing the turbo-pressure, Porsche claimed the 911 turbo would accelerate from 0–100 km/h in 3.4 seconds and attain a top-speed of 312 km/h. The model was also available with optional Porsche Torque Vectoring (PTV), which brakes the inner rear wheel to provide turning-torque through a curve reducing initial under steer. The look of the refreshed Gen II model was left mostly untouched from the 997 turbo Gen I. The taillights were updated to LED to match the 997 Gen II along with changes to the front lamps. The exhaust pipes were “fatter”, and the standard 19 in wheels received a new design. Thanks to revised dynamics the facelifted 997 can handle 1.3 g forces on a skid-pad according to Porsche.
Turbo S
A more powerful version of the Turbo S was unveiled at the Geneva Motor Show in March 2010. Available only with the 7-speed PDK transmission, the engine in the Turbo S was tuned to generate an extra power output of 22 kW more than the standard Turbo, bringing the total to 390 kW at 6,000 rpm and 700 Nm of torque. The engine had revised intake valve timing and a new carbon fibre airbox installed. The Turbo S also gained carbon-ceramic brakes and the Sport Chrono package as standard features. The Turbo S was Porsche’s fastest production car to date at the time of its introduction alongside the GT2 RS, having a 0–100 km/h acceleration time of 3.3 seconds and 0–200 km/h time of 10.8 seconds while ultimately reaching a maximum speed of 315 km/h. Maximum torque was available between 2,100 rpm and 4,250 rpm. The 911 Turbo S, by contrast to the regular Turbo, was configured to operate with a higher boost pressure level, which meant that maximum torque was available for an unlimited period.
GT3
The updated Porsche 911 GT3 was unveiled at the 2009 Geneva Motor Show, The car now featured vents between the tail lights, a larger rear wing with “3.8” lettering on either side of the wing to denote the increase in engine displacement, forged pistons, lightweight valves and hollow camshafts in order save weight. A special 6-speed manual transmission was the only transmission option with shorter gear ratios in order to feed optimum power to the rear wheels. Total downforce was doubled, and for the first time stability control was offered to help less experienced drivers. The new 3.8-litre flat-6 engine was now rated at 320 kW at 7,600 rpm and 430 Nm at 6,250 rpm with a maximum engine speed of 8,500 rpm. The sport mode when activated, delivers an additional 19.9 Nm of torque to the rear wheels.
Equipment
The GT3 and GT3 RS were developed by Porsche’s Motorsport Division in Weissach. Features included titanium double exhaust pipes, carbon fibre rear spoiler lip (Gurney flap) and rear lid ram air scoop, carbon fibre front above bumper air outlet and rear-view mirrors, aluminium 19in forged alloy wheels made specifically for the car with centre lock wheel nuts. The GT3 was available with Michelin Pilot Sport Cup tyres having a size of 235/35-19 at the front and 305/30-19 at the rear. A roll cage and a fire extinguisher was optional.
911 Sport Classic (2010–2011)
Unveiled at the 2009 Frankfurt Auto show, the Sport Classic was a limited version of the 911 Carrera S coupé, inspired by the 1973 Carrera RS 2.7. Porsche only produced 250 units (All sold in under 48 hours). The engine was rated at 300 kW and featured a newly developed resonance intake manifold with 6 vacuum-controlled switching flaps. It included a 6-speed manual transmission, double-dome roof (informally called double bubble roof), 44 mm wider rear fenders, SportDesign front apron with a front spoiler and a fixed ‘duck tail’ rear wing harking back to the Carrera RS 2.7. Porsche Ceramic Composite Braking system (PCCB), 20 mm lower PASM sports suspension, mechanical rear axle differential, 19-inch black Fuchs wheels, Porsche Exclusive woven leather seats and door panels, dashboard with Espresso Nature natural leather upholstery, and a specially developed Sport Classic Grey body colour.
GT2RS
In May 2010, the GT2 RS was publicly unveiled to the German Porsche dealers in Leipzig. The 3.6 litre twin-turbocharged Flat-6 engine in the GT2 RS develops 456 kW and 700 Nm of torque and weighs 70 kg less than the outgoing GT2. This allowed it to be able to reach a top speed of 330 km/h and accelerate from 0–100 km/h in 3.5 seconds. It was the fastest and the most powerful 911 built of its generation.
According to Porsche Motorsports manager Andreas Preuninger, the RS was conceived around 2007 as a skunk-works effort. The 727 code number selected for the project corresponds to one of the Nissan GT-R’s lap times around the Nürburgring’s Nordschleife. When the dust settled, Porsche claimed that test driver Timo Kluck had supposedly eclipsed that target by nine seconds.
The GT2 has since then been an RS model only with no standard (non-RS) variant available.
997 Carrera GTS
In 2011, Porsche launched a new, mid-level 911 coming in above the Carrera and below the GT3. The Carrera GTS was available as both a coupé and cabriolet, the car received a wider body and track – the only Carrera variant with a wide track that is also rear wheel drive. The car also had an upgraded 3.8-litre engine generating a maximum power output of 300 kW. The Carrera 4 GTS equipped with all-wheel-drive was unveiled in May 2011. In addition to the AWD system, the Carrera 4 GTS can be identified by a distinct reflective stripe between the tail lights. All GTS vehicles came standard with centre lock wheels, Alcantara interior and other optional extras such as Porsche Sports Exhaust and PASM.
911 Speedster (2011)
In 2011, Porsche introduced another limited edition model, the 911 Speedster, having a production run of 356 units only. The production number coming from the iconic car of the 1950s. It was the third production 911 Speedster made, preceded by the 911 and 964 generations. The Speedster was powered by the same engine as the Carrera GTS, which generated a maximum power output of 300 kW, and was only offered with PDK as opposed to the ’89 Speedster and 964 Speedster. It could accelerate from 0–100 km/h in 4.2 seconds to a top speed of around 306 km/h. Only two colours were offered, Pure Blue (which was developed specifically for the Speedster) and Carrara White.
The Speedster featured a windscreen 70 mm shorter than the standard 997 cabriolet while maintaining the same rake angle along with a familiar hump on the rear section to store the soft top.
GT3 RS 4.0
In April 2011 Porsche revealed the final evolution of the 997, the 911 GT3 RS 4.0. It featured a 4.0-litre engine utilizing the crankshaft from the GT3 RSR with increased stroke dimensions (from 76.4 mm to 80.4 mm). This increased the power to output to 368 kW at 8,250 rpm and 460 Nm of torque at 5,750 rpm. Chassis development was influenced by the GT2 RS and used parts sourced from other RS 911 models. Front dive planes provided additional downforce up front. The car weighs in at 1,370 kg, giving it a power-to-weight ratio of 270kW per ton. Production was limited to only 600 cars.