Background
And so it came to pass that the first ever water-cooled 911, the 996, was launched in 1998/9.
When news first broke of the 911’s break from its air-cooled tradition there was much wailing, plenty of gnashing of teeth and, from the die-hard enthusiasts, no doubt an unseemly amount of flagellation.
So, why exactly did Porsche change the course of the 911’s history and swap air for water in its engine designs? Firstly, because during the 1990s, Porsche was facing financial troubles and rumours of a proposed takeover were being spread. Secondly, the signature air-cooled flat six had reached the zenith of its development trajectory in the 993.
Thirdly, by the early 1990s it was becoming obvious that upcoming emissions regulations would make it impossible for Porsche to continuously deliver year-on-year performance improvements from its air-cooled engine.
Today, of course, the 996 lies in a price valley at the foothills of its predecessor’s lofty pinnacles and is not much further up the slope towards the current values of its more exalted successor, the 997.
But it’s important to remember that when the 996 was launched it was greeted with almost universal praise and heralded by most people who knew what they were talking about as the best sorted and most usable 911 that had ever carried the badge.
Richard Hammond was effusive about the 996, describing it as, “Rare, visceral and exciting” and, “A great car”. Tiff Needell said it was, “Better in almost every way” than the 993, offering a driving experience that was, “Second to none”.
Second-hand prices have been relatively suppressed because its predecessor was the last of its kind and destined to pretty much always grow in value. And because the 997 was, in the eyes of some beholders, a better-looking car.
But also because 996s developed a reputation for engine problems - a reputation mainly forged in the echo chambers of (then newly invented) internet forums where people who didn’t know much swapped second-hand stories with people who knew even less.
Yes, there’s a fair chance that you’ll get a minor oil leak from the rear main seal (RMS) but that’s rarely anything to worry about. Intermediate shaft (IMS) failure is far rarer than advertised, as are scored cylinder bores, and if you’re talking about a car with a mileage of 60-80k and upwards, it could well be reasonable to assume that the worst of any danger has passed.
The 996 was initially available as a coupé or a cabriolet with rear-wheel drive, and later with four-wheel drive, powered by a 3.4 litre flat-6 engine generating 296 hp.
The Carrera’s engine’s power was raised to 300bhp in 2000, the same year that ushered in the Turbo.
The normally aspirated engine gained 200cc and a further 15bhp for the 2002 model-year, adding the Targa to the range at the same time. This model’s sliding glass ‘greenhouse’ roof carried over from the 993 Targa and gave the car the best of coupé and cabriolet worlds.
Porsche sold over 175,000 996s and most of the well-maintained and cared for examples are still on the road and going strong.
Oh, look.
Here’s one now.
