What you need to know before buying a Porsche 996 911 Carrera

Historically, enthusiasts looking for an affordable entry-point into the Porsche brand would have gravitated towards Stuttgart’s range of front-engined coupes. Or, for those demanding an engine behind them, an early at the back, an old 911.

Early in the last decade, however, the air-cooled Porsche market exploded, and what was once ‘just a cheap old 911’ suddenly became a globally prized classic. On the other side of the fence, more modern water-cooled 911s still demand a costly outlay, especially when you start looking at more specialised variants. With 70 years of history to explore, is there still value to be found?

One model in particular still represents the last bastion of affordable 911s. And that’s Porsche’s seminal sports car of the new millennium: the deeply controversial 996.

First produced in 1997, the new 911 was more powerful, comfortable and roomier than its predecessor. So why has it traditionally been snubbed as the black sheep of the family?

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Despite improving on the 993 in virtually every measurable metric, Porsche traditionalists maligned the 996 for its pivotal departure point within the 911 lineage. For once, the popular air-cooled flat-six, which had been in service for 34 years, was traded for a new liquid-cooled unit. The body was all-new as well, representing the 911’s most comprehensive redesign.

Despite the fresh metal, Porsche’s newfound exploration of component sharing didn’t help the 996’s reception, borrowing heavily from the Boxster which had just debuted a few years earlier. While traditionalists got hung up on the minutiae, the 996 made real strides in development.

Torsional stiffness increased by 45 per cent, and bending stiffness by 50 per cent. The controversial water-cooled. wet-sumped M96 engine also innovatively had liners cast into the crankcase, and was far more resistant to overheating in traffic – a particular worrisome situation for old 993 owners.

Ironic, perhaps, that many of the reasons the 996 was castigated when new make it an astute modern classic purchase today. It was a hugely significant car for the 911 story and, upon reflection, is a genuinely attractive package that’s belatedly receiving the love it deserves.

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There seems to be no clear disparity in price between pre- and post-facelift cars, although prices quickly snowball as you walk up the range.

Porsche 996 911 essential checks

Despite the 996’s unloved reception, across nine years of production, 175,262 units were built making the divisive new model the most successful one yet. Subsequently, there’s virtually a 996 to suit everyone and almost every budget.

The market begins as low as $40K, though you’ll mostly find cabriolet and/or automatic examples in the sub-$50K category. Manual examples begin at around $55K, while Carrera 4 and 4S models start at about $75K. There seems to be no clear disparity in price between pre- and post-facelift cars, although prices quickly snowball as you walk up the range.

The 996 Turbo, a $317K car when new, asks from $125K, while GT3s still command north of $150,000. Just 29 GT2s were delivered locally and will see you forking out around $250,000.

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Body & Chassis

Porsche’s original 10-year anti-rust warranty may have lapsed, however, they are generally regarded as corrosion-resistant. There was a particular case with early 996s whereby the doors would droop slightly when open and would eventually rub away a small patch of paint underneath the latches which could subsequently corrode.

Prior accident damage should also be inspected. Ensure gaps and paint between panels is uniform.

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Engine & Transmission

With a knowledgeable ownership base and proven solutions to virtually all inherent problems, a 996 can spin up hundreds of thousands of fuss-free clicks with the proper love.

The intermediate shaft (IMS) bearing and rear main seal (RMS) are notorious bugbears of 996 ownership. Failure of the factory IMS bearing can lead to catastrophic engine failure and was said to afflict around 8 per cent of cars produced between 2000 and 2005 (according to a 2004 class action lawsuit brought against Porsche North America). Uprated bearings are often replaced as a pro-active or preventative measure within routine maintenance.

The rear main seal was also a factory weak point. While it’s a relatively cheap component to replace, it’s a labour intensive and costly job due to the difficulty of access within the engine bay.

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Suspension & Brakes

Owners indicate that you can expect to begin replacing components from around 130,000kms, in line with routine servicing intervals. Lower control arms have been known to wear prematurely, however, and are often signalled by a creaking or rattling from one of the four corners.

Power steering is hydraulic and should feel smooth throughout. Ensure the gaiters on the steering rack are not split or perished.

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Interior & Electronics

Age and use often see cars prone to developing squeaks and rattles, as well as worn away icons on buttons and frequent touchpoints.

With power on, check that all warning lights on the instrument cluster illuminate. Also check that they all disappear upon ignition, too. Airbag lights aren’t unheard of, and can sometimes be rectified as easily as cleaning the connector within the seatbelt buckle.

Test every button and function, and check effectiveness of air-conditioning.

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Three other options you may consider

The obvious: BMW E46 M3

BMW’s E46 M3 is another paragon of early-00s driver’s cars, and also boasts a raspy atmo six cylinder and lauded dynamics. The market ranges from $35K to $100K, and the M3 may be more everyday useable than the 911.

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The unexpected: Honda NSX

Honda’s NSX cost almost $70K more than the facelifted Carrera back in 2002. Even today you’re talking between $100K-$200K, so they’re more of a Turbo/GT alternative than a simple Carrera. Just as exotic though.

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The oddball: Ferrari 308

If it’s exotic you really want, how about the Pininfarina-penned 308 GTB? Don’t expect the 911’s driving experience from this mid-70s Ferrari, but bonus points if you can score one of the 808 ‘vetroresina’ fibreglass-bodied cars.

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Porsche 996 911 Carrera specs