Porsche 911 (1994-97)

1994-97 PORSCHE 911 CARRERA (993 series)

HISTORY:
Like the VW Beetle, the Porsche 911 was built under costly labour intensive manufacturing methods that no longer delivered appreciable benefits in the showroom or on the road. The cost-down process started with the 1989 Carrera 2/4 (964 series) which retained many early 911 panels as build was simplified for a workforce reduced by 15%. By 1994, Porsche could cut management by over 40% after the 993 series build time had been reduced by a massive 40 hours in a factory area reduced by a quarter. Australians first saw the new model in March 1994.

Although the 993 looks like an early 911 and the proportions remain similar, few parts are interchangeable apart from the roof and boot lid. It was the last air-cooled dry-sumped 911 Carrera but the first with modern multi-link rear suspension. Outsourced sub-assemblies and plastics content increased.

Key 993 evolution points include the new Tiptronic S automatic system with steering wheel controls and the new Carrera 4 coupe and convertible late in 1994. At the same time, 911 manual clutch operation swapped to hydraulic for the first time.

An all-new Targa with a retracting glass roof that preserved the coupe's more popular styling arrived in November 1995. At the same time, the Carrera 4S was launched combining Turbo wide body styling with standard mechanicals, Turbo 18 inch wheels and brakes and all wheel drive. All non-Turbo engines were upgraded at this point with Varioram induction that boosted power from 200 kW to 210 kW with a similar torque increase.

The final mainstream development was the two wheel drive Carrera S in October 1996. Other models received minor tweaks at this point. For a short period, the Carrera 4 and S models were listed alongside the new 996 series at the close of 1997 in Australia.

Special Turbo, GT2 and RS models warrant a special future section of their own.

PRICES:
With 993 demand still outstripping supply at the release of the 996, the 993 has never been cheap leaving a big gap to the previous 964. The Boxster's arrival brought a dip to the $100,000 price point and then plateaued. Prices can drop below $90,000 but only to reflect age-related work needed to bring them back to a $105,000 example, the price for a good late model or about the same as an early 996 in equivalent condition.

The last Carrera S will still pull $120,000 plus. The convertible's exposed hood keeps prices in line with the Coupe and the Targa. A six speed manual's rarity keeps prices ahead of the Tiptronic although the Tiptronic is the better car for everyday driving.

ALTERNATIVES:
Ferrari 328 GTB/GTS
Ferrari 348
Honda NS-X
Porsche Boxster S
Porsche 911 Carrera (996 series)

CHECK IT OUT
Last 911 with dry sump and compact size invites exuberant club competition and bingles. Look for roll cage installation points, harsher suspension and noisier exhaust. Check for split front strut pads and soggy dampers. Rectification costs for disturbed long life anti-corrosion and ruined complex rear end geometry dictate expert body repair inspection. Look for pricey brake rotors that are undersized or corroded.

Bonded front and rear screens can generate water leaks especially after dodgy replacement. Rust can start under rear screen seal and must be repaired immediately. Door check straps fail and may require the A-pillar to be opened up.

Targa roof mechanism received an anti-rattle kit when new but can now fail to fully open and shut for a difficult repair. Treat any wind noise when open or shut as suspicious.

Listen for noisy rear spoiler lift mechanism and check if its plastic curtain is split.

Standard 16 inch Cup wheels are still ideal for everyday use but the genuine 17 inch option adds $3,000 even today. Factory 18 inch alloys won't fit standard body so look for poor modifications or aftermarket wheels where 18 inch alloys are fitted. Ride harshness generated by Turbo's 18 inch alloys was criticised when new.

Mobil 1 sticker reflects first 911 engine to run on synthetic oil, essential in this application with hydraulic lifters, high thermal loads and revs. Most 993 examples will use up to a litre and a half every 1,000 kms while some empty their sumps within 4,000 km for a broken crankshaft. Busy owners who don't check the oil or won't pay the price between long service intervals could be offloading a destroyed engine so listen for rattles at start-up. Porsche 993 engine rebuilders report reduced oil consumption after honing the bores and using running-in oil suggesting that some engines didn't bed in when new.

Wiring fault opens injectors up to flood the engine causing it to stall or not start. If the fuel can't escape, a strong battery and starter motor can hydraulic and destroy the engine as if it was driven under water. Check for the recall wiring loom with the correct code number.

Engine barrel O-ring seals generate similar oil leaks to previous 964 as age and extreme temperatures harden them. Repairs usually include new rings and other seals as engine is stripped every 80-100,000 km, a legacy of the last air-cooled Porsche. Reputable retailers allow a substantial margin to fix this prior to sale.

Look for the large alloy inlet manifold of the later Varioram engine and its D-shaped exhaust outlets compared to simpler manifold and oval exhausts of earlier cars.

Tiptronic can thump through its changes and groan in overdrive like other ZF autos if tired or not serviced. Dual mass flywheel in manual Carrera 4 can require expensive repairs. Fresh clutch fluid on later models is critical when the circuit is longer than most cars.

Front oil cooler crimp-on hose connectors can generate oil leaks under driver's side front wheel arch for fiddly and expensive repairs.

Data confirmed by 993 specialists Auto Art (03) 9416 2931 and Duttons (03) 9428 4144