The Brave Pill: Porsche 911 (996)
A solid looking 911 for considerably less than the average options spend on a new one...
Until now Brave Pill has lived on a steady diet of big, brawny V8s that live in the part of the Venn Diagram where interesting, affordable and risky get together. The only prior exception to this love of eights was the glorious V12 Mercedes S600 that featured last month. So this week marks two firsts: the fewest cylinders so far and the first Pill to have its engine in the back. It's also proof of how affordable the 996-gen 911 still is.
While cheaper 996s do turn up - some that have fallen into four figures - these tend to be cheap for very good reason. In the cold light of day, or the bright inspection light of a mechanic's pit, a low-cost 911 can quickly reveal itself to be a less sensible investment that Venezuelan penny stocks. The good news is that you only need stretch a little further to find some far more appealing bets, like this 2001 Carrera being offered for £11,950.
Remember that "treasure island" jibe about the supplement Brits have to pay for new cars? The opposite is true when it comes to elderly exotics. Continental Europeans are massively jealous of how little we have to pay for cars like this; in Germany only real wrecks and terrible specs drop below €15,000 and if this 911 had its steering wheel on the other side and was in Cologne rather than Kent it would be worth twice as much. Our Pill is about as MOR as an early 'noughties 911 can be, a manual coupe in Sensible Silver with an equally inoffensive black interior. It also shows evidence of proper care and, although slightly modified, comes with everything to take it back to standard if that's what the next owner wants to do.
The market still seems to regard the 996 as the plague-bearing leper of the 911 family. It's really not long since the values of earlier ones were overlapping with those of the air-cooled 993. In 2007 I wrote a story comparing Carrera 2 versions of both generations and concluded - ready the wet fish - that the newer car was the one to pick. At the time prices were pretty much identical spec-for-spec; now you'd need to spend three times as much for the 993. There's a reason I'm not a financial adviser.
Yet I stand by my core conclusion: by any objective standard, the 996 is a far better car. Before it arrived in 1997 the 911 had evolved at the gentle pace common to most apex predators. But the 996 was a huge leap forwards. Contemporary reviews tended to fixate on the switch to water-cooled powerplants, but from the driver's seat some other differences were much more obvious. Switches in the 993 were stuck wherever there were spaces, and with little reference to where you'd naturally expect to find them. By contrast the 996 is an ergonomic masterpiece, and a much more comfortable place to spend time.
It's the same with driving, with what has to be the greatest leap between any two 911 generations. While doubtless tamer than earlier cars, the 993's thrown hammer weight distribution still defines the way it handles. On slippery surfaces, or corners that tighten unexpectedly, there's a strong sense that things can get very back-endy very quickly. The 996 still feels like it carries most of its mass at the back - it wouldn't be a 911 if it didn't - but it is grippier and much more dynamically secure, allowing liberties that would result in a sudden overdose of hedge in the earlier car.
The 996's position as the least-loved 911 shows no signs of changing. 993 and (especially) 964 values have shot up and those of early 997s seem to have stopped falling. Some 996s have moved upwards, you no longer find the Turbos wearing the low-£20s pricetags that used to set the internet drooling, and a sub-£60K GT3 is a cheap one. But the basic Carreras remain the cheapest way into rear-engined Porsche ownership.
There are risks, of course - this isn't Sensible Pill. Yet these are much lower than the anti-hype suggests. Believe the doubters and a cheap 996 is like playing Russian Roulette with an automatic pistol, it's not a question of if various hard-to-reach engine internals will fail, but when. But while there is a huge amount written about failures of both the engine's rear main seal (RMS) and intermediate shaft (IMS), the word from marque experts is that the bork fairy only waves her wand at a small percentage of cars. The vendor also reports that this car's RMS was replaced at the same time as a new clutch 12,000 miles ago, and that the IMS was checked at the same time.
While no concours winner our Pill looks to be in good, honest condition. The carbon mirror caps and sill plates are the most obvious modification, the car also having carbon strut braces and a stainless rear exhaust box; it's also lost its rear wiper at some point, although that comes boxed with the car. Servicing includes a recent visit to an Official Porsche Centre and the replacement of most of the cooling system in 2017. The recent MOT history is clean enough to eat a bratwurst off, it last had an advisory in 2014. It also confirms that the mileage has been creeping up very slowly, this 911 having gone through the 100,000 mile barrier as long ago as 2010, but having accumulated just 21,000 in the subsequent nine years.
There's another advantage of stagnant 996 values: you don't need to fear using them. Owners of earlier 911s are often careful about adding miles to what have become wheeled investments. You could stick 50,000 miles on this one and it wouldn't be worth significantly less. You'd enjoy doing it, too.
And the answer appears to be that there isn't going to be much change from 10K for a full rebuild: https://www.pistonheads.com/gassing/topic.asp?h=0&...
Could I spend 10K on a car I bought for 12K?
Maybe the highest accolade is that this model stopped Porsche from going bust - the shared components with the Boxster giving Porsche the profits it desperately needed at the time.
So really anyone with a passing interest in Porsche should be grateful to the 996, even if you wouldn’t want one on your driveway.
And the answer appears to be that there isn't going to be much change from 10K for a full rebuild: https://www.pistonheads.com/gassing/topic.asp?h=0&...
Could I spend 10K on a car I bought for 12K?
And the answer appears to be that there isn't going to be much change from 10K for a full rebuild: https://www.pistonheads.com/gassing/topic.asp?h=0&...
Could I spend 10K on a car I bought for 12K?
And the answer appears to be that there isn't going to be much change from 10K for a full rebuild: https://www.pistonheads.com/gassing/topic.asp?h=0&...
Could I spend 10K on a car I bought for 12K?
My only recommendation would be that if the above work is carried out you do the brake lines - at least the one at the back that goes over the gearbox as to se a genuine part costs little but lots in labour if done separately. Alternative is using copper pipe as it can be slide over - around a £200 fix. Almost every 996 needs this doing now so if a car hasn't had it done then budget for it. (see also the manifolds)
For me the 996 is iconic. Pinky Lae did an incredible job and saved Porsche in the process. The design is evolutionary and one of the best for its fluidity and simpleness. The interior strikes the right balance between the form and function. The 996.2 sorted the front end.
What the OP doesn't state is that for the first time in a Porsche you didn't get wonky pedal driving position. You also compared to todays cars got lightness in with what is a great engine.
What Ferrari goes 100k without needing a rebuild or some serious work? In fact what other sports car could you get that will in 90% of cases sail through the 100K mark with not much more than consumables as the cost.
This is a seriously tempting car that is going for peanuts. Budget £2K a year for maintenance and you will have a very sorted car that will appreciate in value.
A fools errand not to change the IMS bearing when you’ve done all the labour involved to get at the RMS and clutch.
We had it done on my girlfriends 2004 Boxster, RMS seal was leaking, there was a bit of play in the clutch all at 60,000 miles. Dual mass flywheel was fine, just clutch assembly and bearing replaced, was the bearing starting to wear - previous owners riding the clutch pedal !
Literal “no brainer” to do the IMS bearing at the same time. No - it wasn’t apparently damaged or appearing to be failing (can only tell if its disintegrating - can be too late then) Peace of mind knowing it has an updated one in it now.
If buying any of the early water cooled engines it’s worth knowing what’s been done and more importantly by who.
Mike at Sports & Classic, Nr Knutsford, Cheshire looks after my 993 and the Boxster, he’s very good and a highly respected independent Porsche specialist.
As the above post states, it’s a £1500 job - far less than £15,000 full engine !
One is younger than the other, one has different virtues than the other but they still do the same job.
I’m not a fan of the 996’s front end, which I’m guessing is the main stumbling block for most detractors.
But let’s not forget it may be many people first entry into 911 ownership and for them it will be just fine, if not great.
A fools errand not to change the IMS bearing when you’ve done all the labour involved to get at the RMS and clutch.
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