We have to be perfectly fair here and say that the majority of affected engines showed their hand within the factory warranty period, but Porsche also did the right thing by owners of cars which failed later on.
Water in the coolant and vice-versa is the first sign that all is not well in this department, and so is a grey or white, murky scum under the oil filler cap. The dramas centred on the absolute heart of the engine which, in quite a few examples, experienced cracking in the cylinder liners. The biggest problem with a 996 was confined to the early cars and the first couple of years of production when the new liquid-cooled engine measured 3.4 litres. The later 911 was also a more refined machine with a smoother driveline while liquid-cooling suddenly allowed for things like an air-conditioner that actually worked. Big ones.Įven so, a 996-series 911 is still a proper Porsche and if you can find one that has had all its demons banished, then it can be a great car. That is, of course, a matter for the individual, but more materially, the 993 has become regarded as a classic 911 while the early 996 had its share of mechanical problems. Firstly, the Porsche 911 faithful (some of them, anyway) still cling to the notion that a 'proper' 911 has an air-cooled engine.Īnd when the liquid-cooled 996 replaced the air-cooled 993, the magic was lost.
While an average 993-series 911 from 1997 still commands a pretty hefty price-tag, it’s slightly newer 996-series opposite number can be had for significantly less cash.īut wait a minute: A newer version of the same car with less kilometres for less money? What’s afoot? If you’ve had even the briefest look at the prices of Porsche’s iconic 911 from the late 1990s, you’ll notice that there’s a real anomaly occurring.
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