Porsche 911 Type 996

On this blog, I have experienced and reported on quite a number of 911s, from the original 911 to the ’73 Carrera and all the way to the 992 GT3, but for some reason, there are hardly any articles about the 996 and 997.

Regarding the 996, I have done only one review of a later model Carrera 4S, but that car had modified suspension and wheels, so it wasn’t a report on an original-condition vehicle.

This time, I had the opportunity to test drive a well-maintained, original-condition early 996 Carrera 4, and I want to share that experience.

This is a very rare 2000 model painted in Zenith Blue. Although it has about 80,000 km on the clock, the exterior is stunningly beautiful. The body still has plenty of gloss, and while the interior shows some signs of aging, it’s clear the car has been carefully cared for.

When it was first released, I honestly found the teardrop-shaped headlights awkward, but now they look incredibly cool. They remind me of the 911 GT1, a design I personally love. Also, the overall width of 1,770 mm is just right.

Viewed from above, the front and rear ends taper in, creating an egg-shaped silhouette. The rear fender bulges are very modest, giving it a compactness that could be called a water-cooled ‘narrow’ 911, which is irresistible.

The doors are large and heavy, but when closed, they no longer make the vault-like sound of the 993 and earlier models. Like modern 911s, the doors close with a low, solid thud. The seats are very soft and plush when you sit down.

Even during the air-cooled era, Porsche seats had relatively soft cushions, but these feel even larger and thicker, like sitting in a luxury coupe.

Starting the engine, the 3.4-liter, 300 PS powerplant wakes up with a modest but satisfying “vrooom!”

Putting the Tiptronic transmission into D and starting off slowly.

This is 911 Handling

The initial ride is very mild. The suspension is very soft, and at very low speeds, it feels almost like a saloon car. As you gradually increase the pace, the previously soft suspension begins to firm up, and you can clearly feel the tires gripping the road.

When going over large bumps, there is a noticeable “thud!” sound, and you think, “Ah, this is definitely a 911.”

The engine is very quiet at low revs, but that’s only inside the cabin. Later, when I listened to the startup sound from outside, it had a pleasantly loud and sporty note. Because the suspension felt soft, I cautiously approached the first corner.

But I quickly realized there was no need to worry. This is truly the genuine 911 suspension. The soft feeling disappears the moment you turn the steering wheel and put weight on the outside tires; the body roll stops sharply, and the car goes into attack mode.

As you apply more traction, you can feel the tires flexing under the steering wheel in a smooth, linear way.

It’s like using a high-end racing simulator wheel, where you can feel the road surface and car load precisely through the steering. This is what a 911 is all about.

Moreover, this car is a four-wheel-drive Carrera 4. As long as the front tires are pointed in the direction of travel, you can floor the accelerator and exit the corner as if nothing happened. The behavior is exactly the same as the four-wheel-drive Carreras like the 991 Carrera 4 GTS and 992.

Turn the steering, the body rolls moderately to load the tires, the roll stops sharply, you corner with lateral G-forces, and finally, you accelerate out with strong longitudinal traction. This sequence is very rhythmic, and the more you drive, the more perfectly in sync you become with the car.

It’s as if the car is teaching the driver timing through the suspension and steering. This is not an exaggeration—it really feels that way in this 911.

It’s incredibly fun. Even though it was my first time driving this 911, the more I drove, the more in tune I felt. When you exit one corner well, the entry to the next corner feels even better. This continuous rhythm is wonderfully satisfying.

You rarely get this feeling with modern, cybernetic-fast 911s. Or rather, you can experience it in modern 911s, but only at high speeds on a circuit. However, the 996 lets amateurs enjoy winding roads at a comfortable pace and still have a blast. That’s one of its biggest charms.

Tiptronic and Engine

The Tiptronic transmission’s shifting manners are also excellent. It’s a big leap forward from the Tiptronic in the 993 and earlier models, evolving significantly from the 996 onward. Shift shocks are reduced, and it’s very smooth. Especially the downshifts are very gentle, and the manual mode via the steering wheel switches is much more responsive.

While it can’t match the shift speed of a PDK, it’s fully capable of sporty manual driving, and I can say with confidence that it was never boring. On the contrary, I had a great time flooring the accelerator and focusing on steering.

Even in automatic mode, a quick press of the accelerator triggers a kickdown and instant acceleration. The engine is very smooth, and the high-rev engine sound is wonderfully pleasing.

While the engineered engine sounds of the 981 and 991 are nice, the pure engine note of the 996 is superb. It’s a well-rounded “pleasing sound” that you never get tired of hearing, no matter how long you listen.

The engine’s power is rated at 300 PS, but it felt like it had a bit more. It’s not insanely fast, but it has acceleration and response worthy of a 911. Subjectively, it felt slower than a 981 GTS but a bit quicker than a standard 981.

The Underrated Classic 996. If You’re Buying, Buy Now.

Now, this 911 was actually a used car on sale, priced under 3 million yen. (It was already sold by the time of writing.)

The reasons for the 996’s low price include its teardrop headlights, the intermediate shaft failure issue (commonly called the “intermi problem”), and the No. 6 cylinder issue. The teardrop headlights are a matter of taste, but I found them awkward at launch but now think they look very cool.

It’s like the design has finally caught up with the times; in fact, it even feels fresh now, so I encourage you to see one in person.

Regarding the intermi problem, it seems the early 996 has a low failure rate. In fact, Porsche Japan’s service campaign (not a recall) only applies to later models. Also, many shops offer bearing replacements to address the root cause, so it’s not something to worry about too much.

As for the No. 6 cylinder issue, although the occurrence rate is low, some 996 and 997 models develop scratches on the No. 6 cylinder, eventually causing abnormal noises and piston rocking, requiring an overhaul.

However, according to a Porsche shop I know, the failure rate for the 3.4L 996 is even lower.

I’ve heard about this issue here and there. From my personal view, I’d advise caution with low-mileage cars. Low-mileage cars tend to fetch higher prices on the used market.

But for cars this old, extremely low mileage can actually be a red flag. Low mileage means either the car was rarely driven or mostly used for short trips.

Rarely driven cars suffer from engine oil draining away inside the engine during long storage, causing dry starts every time. This increases friction in the cylinders and moving parts, which is never good for the engine.

Short-trip-heavy usage, especially common in Japan with lots of stop-and-go traffic, means the engine rarely revs above 2,000 rpm. This prevents the cooling system from circulating enough coolant to properly cool the problematic No. 6 cylinder.

Also, stopping before the engine reaches optimal temperature means oil and other fluids don’t heat up enough, causing moisture to accumulate and accelerating oil degradation.

According to Uwe Makrutzki, head of Porsche Classic’s factory restoration division, you should drive at least 100 km per month.

https://twitter.com/boxster_gts/status/1545211230050168832?s=20&t=ze6XPaeZuxf7G4mku_6CAg

So, when buying a used 996, I recommend choosing one with a reasonable mileage and a well-documented maintenance history. Personally, I’d aim for one with at least 50,000 km and original condition with solid service records.

Fortunately, while classic Porsches have soared in price, the 996 remains affordable. You can enjoy truly first-class engineering and superb, refined driving at a price lower than many new domestic sports cars. If you’re considering one, I recommend buying a good example sooner rather than later. Now is the time to buy.