Which 911 to buy is best

The came with drilled brake rotors. Look carefully to see how clear the holes are and make sure there are not cracks between the drill holes. Cracks between the drill holes can lead to a much bigger crack and rotor failure very quickly under heavy braking.

Brake wear accelerates rapidly when the car is driven on track. The ceramic brake setup was a factory fitted option for the and generally seen on the S, Turbo and GT models. They also have a considerably longer life than their standard counterparts. However, the expected life of the PCC brakes does not always play out in reality.

Sounds like a good reason for trading-in a car! Most recently, the cars have had all of their COV solenoids replaced in a maintenance campaign. Check to see if the car you are looking at has completed that campaign. The COV device is designed to direct vacuum to effect a change, when requested to do so by an electronic control unit. For example this would include: opening a vent, changing the position of an exhaust flap, redirecting hot air from feet to screen etc.

Likely systems affected on the include:. Air Cleaner Flap 2. Acoustic Simulator 3. Heater Shut-Off Valve 4. Exhaust Flaps 5. Tuning Flaps 7. Fuel Tank Vent Valve. These COV change over valves have been an issue on all the cars since the If you are buying a convertible , make sure you spend enough time checking the operation of the roof, to ensure it goes up and down smoothly. Most of the top issues are usually simple and inexpensive to fix, but can be annoying if you only discover them when you want to drop the top on your first sunny day.

The top material does degrade over time. Replacement of the top is quite a common job for competent shops. If the top is seriously degraded, make this part of your price negotiation. Importantly, look for signs of leaks from the roof into the cabin. Look behind the seats in particular. The rear roof drains can get blocked by leaves and debris over time. This results in rainwater dripping into an area of the cabin in which electronic control units are located. It is simple enough to keep the drains clear, but failing to do so can be an expensive and annoying oversight.

The suspension on the is very reliable. The ride quality varies a little between the early versions and the later ones. Modifications to the design of the suspension for the release of the Naturally, over time wear can occur in plastic or rubber bushings that help to cushion the ride. Listen out for squeaks or clunks over bumps and check for leaks from the suspension struts. Worn suspension components will typically show up as uneven tire wear.

Check the tires thoroughly for smooth wear patterns. In particular, take a good look at the inside shoulders of the rear tires. Rear tires are not cheap to replace. The rear camber setting and wear in the rear control arms on the can often produce excessive inside shoulder wear. Also, pay attention to the tire DOT date on low mileage cars in particular. This is the date the tires were manufactured and is expressed in two numbers. For example, a DOT of means the tire was produced in the 24th week of Low mileage cars in particular have this problem — the tires do not experience wear because of the lack of mileage.

The system works in two directions. Up to 31 mph, the rear wheels steer in the opposite direction to the front wheels. Porsche also ditched the hydraulic steering in favor of electric assist, and the standard transmission became a seven-speed manual that shared internals with the PDK automatic. Making its debut in for the model year, the initially arrived in rear-drive Carrera and Carrera S form, with the AWD, widebody Carrera 4 and 4S arriving a year later. The idea was to create a that had even friendlier handling than the while bolstering the car's GT credentials, losing weight, and maintaining the ineffable quality that has defined the throughout its history.

The 9A1 engine was carried over from the , but the base model shrank by cc to become a 3. S engines stayed at 3. There was more new chassis tech, too, including Porsche Dynamic Chassis Control PDCC and active anti-roll bars that could change roll stiffness depending on the driving scenario.

Naturally, the Turbos came next , with Porsche now making the Turbo S a standard part of the lineup instead of a limited-run special.

It had even wider bodywork than the Carrera 4, but for the first time, the Turbo was automatic only. PDK and all-wheel drive helped the Turbo S blast from in midsecond times with ruthless efficiency. A new GT3 arrived in early Gone was the much-loved Mezger engine; in its place was a rpm, 3. This was also the first with rear-wheel steering. It was a very different GT3 than previous iterations, and its launch was marred by reports of engine fires on early-build cars, which forced Porsche to recall examples and replace their engines.

Porsche was relentless in updating the , making the Carrera GTS a regular part of the lineup in early As before, the GTS was essentially a Carrera S with a bit more power plus the sport options you wanted, all in one smartly-priced package.

Later that year, the Targa returned with a new automatic roof mechanism and styling that paid tribute to the original. Offered in Targa 4, 4S and 4 GTS forms, this was the heaviest iteration of the , though possibly the most charming.

The last two models from the first run of the were spectacular. In , the GT3 RS arrived sporting a hp 4. It was the lightest of the s, and it sold out almost immediately.

Following tradition, Porsche gave the a significant mid-cycle update in late All Mild styling updates, subtle chassis tweaks and improved shift action on the seven-speed manual rounded out the changes. Turbo and Turbo S models each got a hp bump, and Porsche added the Carrera T , a stripped-out enthusiast version of the standard rear-drive Carrera, named after a late-Sixties base-model The GT department continued its hit parade with a new GT3 in , powered by a heavily revised naturally aspirated 4.

For the first time, Porsche offered a wingless version, the GT3 Touring, functionally similar to the previous R. The For a time it was the fastest production car around the Nurburgring as well as a host of U.

Porsche closed the book on the with a new Speedster , based on the GT3 and sporting a revised version of the naturally aspirated 4. Production was limited to units. While the is undoubtedly a , it offers a very different driving experience from its predecessors.

The comfort-oriented variants focused more on grand touring, while the GT special editions were for hardcore enthusiasts. The generation is still relatively new, so prices remain high, and the more collectible variants have held their value exceedingly well. Early Carreras are beloved as the last naturally aspirated models, while later turbocharged Carreras offer impressive performance. The is to the as the is to the —basically, a heavy update of the preceding generation , sharing the same underpinnings but sporting restyled bodywork, revised engines, and an all new interior.

All Carreras now use the widebody fenders that were previously exclusive to the Carrera 4, and all s now have staggered wheels. The 9A2 engine is a modified version of the previous 9A1, with more power across the board. All generation s get the eight-speed PDK transmission standard, but S models are available with a revised version of the old seven-speed manual.

The Turbo arrived in with hp, rising to hp in the Turbo S. The Targa also made a return , sporting an updated version of the roof mechanism from the The story is still being written. There are tons of valuable s, and interest in air-cooled models in particular is at an all-time high.

Any rare, racy model is worth a good chunk of change, as is any Turbo in clean original condition. Just be on the lookout for rust, as bodies weren't fully galvanized until the mid-Seventies.

Magnesium crankcase cars can present their own problems, too. Among Seventies models, SCs are generally less valuable than the slightly more refined Carrera 3. Most buyers pay a big premium for cars with the G50 gearbox. Of this generation, a Turbo with the G50 gearbox is the most desirable model, followed closely by the Clubsport. The RS America, once the ugly duckling of Porsche showrooms, commands huge money today, as does the rare Turbo 3.

Top of the market is the extremely rare Turbo S, followed closely by the non-S Turbo. For driving enjoyment, there isn't really a bad Well-maintained s can rack up tons of miles reliably, and smartly-modified examples can sometimes even command a premium over stockers.

As with any vintage car purchase, beware basket cases, shoddy mods, or questionably-repaired wrecks. Join Now. New Cars. Car Culture. Type keyword s to search. When it comes to buying tips for specific generations, and models within those generations, Damian says a bit of homework can save a lot of cash. Pretty much every Porsche expert we spoke to said the air-cooled models pre are the only ones to buy. Ron says the late s to coincided with a significant change in how prestige sports brands like Porsche made cars.

I understand Porsche had to adopt those efficiencies to survive, but the is a better quality car. The pick of those is the models. Start your hunt with early to mids models. Keep in mind that Porsche increased the engine size to 2. A third, more potent option is the first-generation Turbo AKA series, with its signature whale tail rear spoiler. The final option might be a An entry-level version of the produced from to , the is exactly the same as a , except with the 1.

That said, it is possible to maximise your profit potential come resale time. As the last of the air-cooled s, and a highly accomplished handler thanks to new multilink rear suspension, its appeal with owners and collectors will only keep climbing. Along with that, the car was free from cylinder scratch problems, which made it very reliable. Oh, also with all-wheel drive, the car felt planted even in low traction surfaces. To conclude, the Turbo S was not the fastest Porsche nor the stylish Porsche from its generation, but it was a properly fast luxury convertible from its generation.

The GT3RS had three evolutions. The The GT3RS 4. Thanks to the new intake manifold, new higher-flow air filters within carbon-fibre housings, less-restrictive catalytic converters to reduce exhaust backpressure, Variocam-Plus variable valve timing, and a two-stage variable induction system, the engine now produces a hefty hp. Furthermore, the talented engineers at Weissach somehow found a way to further lighten the already super-light GT3RS by fitting carbon-fibre front fenders and trunk lid along with titanium connecting rods, and lighter interior trim.

The reason behind the GT3RS 4. It gives you the experience of soulful driving. Light and powerful tend to be on the edge every moment. The 6-speed manual gearbox is stubborn but rewarding if you managed to shift at the right points. The 4. The GT2RS will definitely be faster on a track, but I am pretty sure it will never simply have the feeling you get from a naturally aspirated 4.

And that is where the GT3RS 4. In my personal opinion, the new Targa used in the It carries the design features of the original Targa introduced in with a rear glass dome and a fabric top. The new roof gave people the impression that Targa was no longer some with a big sunroof charging extra dollars. It is not the Targa top that made this car on this list. It is also the GTS badge that makes this car special. Furthermore, the GTS is powered by a naturally aspirated 3.

Most of all, the Although supercar owners enjoy attention, I am not that type of person. Of course, I do want people to recognize my car, but I do not want to be some idiot who drives his Lamborghini with a huge wing wrapped in gold with hip hop coming out from the speakers.

I want a car that would not draw attention every time I get into a car, but a car that turns like a psychopath after a few throttle blips.

And in that term, the GT3 Touring is the best car you can have. If Red Bull gives you wings, the Touring Package deletes the big rear wing of the GT3 and replaces with an adaptive rear spoiler.

Also, you get a 6-speed manual gearbox, interior finished in ample leather instead of Alcantara, and most of the same 4. Most of all, the engine revs up to an eye-watering rpm. The GT3 Touring Package is a car for people who do not find their answers on the track, but rather on the road.

I do believe that a track is a great place to take your car, but for a road car like the GT3, it should give more driving fun than better lap time. Although the car lost the super-quick 7-speed DCT and the enormous rear wing that produces tons of downforce, the car instead will give you endless fun with the manual gearbox and a wonderful engine. Porsche promised that they will keep the NA 4. However, emission regulations are getting harsher every second, and lots of manufacturers are abandoning manual gearboxes due to profit.

When the day the Porsche can no longer produce naturally-aspirated flat-six engines come, this will be the car that will help you wipe your tears. Honestly speaking, I do not have a lot to write about this car although I chose it as the best car from the generation.