Porsche 996 911

Despite their steadfast and systematic approach to the evolution of the air-cooled 911 model, Porsche eventually had to accept the writing on the wall. Increasingly strict emissions regulations and increased pressure from other manufacturers via their more advanced engine designs meant Porsche’s long-lived engine platform and chassis had reached its end. After several years of development, the all-new model appeared in 1999 (for the US market) with the introduction of the first water-cooled 911, the 996. 

The chassis was much improved over the outgoing 993, thanks to extra stability provided by a longer wheelbase, a wider track, and a much more rigid body shell. Yet, despite the 7” in added length, an early 996 Carrera weighed around 100 lbs lighter than an identically-equipped 993. Power was up 14hp at the peak (296hp), but thanks to four valves-per-cylinder and variable camshaft timing, the all-new 3.4L M96 engine did it with less displacement and a flatter power curve. For the facelift, the engine grew to 3.6L and peaked at 320hp. All 996s were equipped with a Getrag-built six-speed manual transmission as standard, but a five-speed automatic called the Tiptronic S, was available.

Initial offerings featured coupe and cabriolet Carrera models with or without all-wheel-drive, often called the Carrera 4 (C4) and Carrera 2 (C2). The Turbo-badged model returned in 2001 with much wider quarter panels featuring air intakes for the intercoolers, unique bumpers, and a twin-turbocharged 3.6-liter water-cooled engine based around the 964’s crankcase with water-cooled cylinders and heads; a strikingly similar design to the engine that won Le Mans in the 911 GT1-98. Carrera models received a facelift in 2002 with a larger engine, revised lighting, and a Carrera 4S model sporting the Turbo’s wider bodyshell sans air intakes. By the following year, the GT2 and GT3 variants had arrived, topping the 996 lineup with a new breed of track-capable street cars.  

The 996 911 is one of the most talked-about models ever produced by Porsche for quite a few reasons, some good, some bad, some valid, some not. Perhaps its most significant claim to fame is that it represents the cheapest way for regular car enthusiasts to buy their dream car. Much of that stems from its production volume being significantly more substantial than any 911 before it, but there’s plenty more to it. Issues with the new engine and a radically redesigned interior have given the 996 a strained relationship with enthusiasts. However, times are changing, and while the 996 indeed still represents the entry point for 911 ownership, its looks are coming around, and a wildly passionate aftermarket has solved all of its major issues. 

Porsche 996 Fluids

Engine M96	Engine Oil Type Porsche Specification A40 | 0W-40 or 5W-40 Engine Oil Capacity 8.8 Liters Porsche Engine Oil Change Kit (5W-40) - Liqui Moly/Mahle 99610722560KT2 SKU: KIT-99610722560KT2 View Product QTY $112.93+
Engine Mezger	Engine Oil Type Porsche Specification A40 | 0W-40 or 5W-40 Engine Oil Capacity 8.8 Liters Porsche Engine Oil Change Kit (5W-40) - Liqui Moly/Mahle GT3OILKT2 SKU: KIT-GT3OILKT2 View Product QTY $119.41+
Manual Transmission 996 C2, C4, C4S G96.00/30 & G96.01/31	Manual Transmission Fluid Type 75w90 Manual Transmission Fluid Capacity 2.7 Liters Porsche Manual Transmission Service Kit - Liqui Moly 00004330549KT SKU: KIT-00004330549KT View Product QTY $78.83+
Manual Transmission 996 Turbo G96.50	Manual Transmission Fluid Type 75w90 Manual Transmission Fluid Capacity 3.0 Liters Porsche Manual Trans Service Kit - Red Line 58304KT2 SKU: KIT-58304KT2 View Product QTY $118.14+
Manual Transmission 996 GT3/GT2 G96.50	Manual Transmission Fluid Type 75w90 Manual Transmission Fluid Capacity 3.3 Liters Porsche Manual Trans Service Kit - Red Line 58304KT2 SKU: KIT-58304KT2 View Product QTY $118.14+
Automatic Transmission Tiptronic S	Automatic Transmission Fluid Type ATF III or Dex III Automatic Transmission Fluid Capacity Fill Capacity: 10 Liters Service Replacement: 4 Liters
Brake	Brake Fluid Type DOT 4 Brake Fluid Capacity .45 Liters DOT 4 Brake Fluid (500ml) - Liqui Moly LM20154 SKU: MOL-LM20154 View Product QTY $6.79+
Power Steering	Power Steering Fluid Type CHF202 Hydraulic Fluid Power Steering Fluid Capacity ~2 Liters CHF202 Hydraulic Fluid (1 Liter) - FUCHS 800364081 SKU: FUC-800364081 View Product QTY $15.99+

Intermediate Shaft (IMS) Bearing (Carrera M96)

The crankshaft indirectly drives the camshafts in the M96 through an intermediate shaft, often shortened to IMS. Without the intermediate shaft, the pistons wouldn’t move in sync with the valvetrain, and the engine wouldn’t run right. As most rotating parts require, the IMS uses bearings to rotate smoothly and freely with the engine. It was nearly a perfect system for Porsche’s first attempt at a water-cooled flat-six, but IMS bearing failures quickly became a relative epidemic.

The seals trapping the lubricating grease within the bearing often fail, allowing enough engine oil to wash away the grease but not enough to keep the bearing cool and lubricated. Without the lubrication, the ball bearings within destroy themselves, sending metallic bits through the engine at best, if not causing a timing failure and contact between valves and pistons. Either way, catastrophic damage is the result.

The dual-row IMS bearing design was used through 1999, but Porsche didn’t stick with it. Instead, the 2000 and 2001 model year cars could’ve been fitted with the dual-row or large single-row bearing, depending on the engine number. From 2002 on, with the introduction of the face-lift 996.2 and 3.6L M96 Carrera engine, a single small IMS bearing was used, which is said to be more failure-prone than the dual IMS version. Some late-model 2005 engines were also fitted with a larger single bearing that is not serviceable without a complete engine tear-down. Visual inspection is the only reliable method to determine which bearing type is needed.

Genuine Porsche replacement bearings don’t exist; if they did, they’d be highly recommended against. It was such a significant issue when the 996s were still new and freshly replaced that the aftermarket engineered a few solutions. The original and most popular of those are, by far, the products offered by LN Engineering. Their Update and Solution kits offer two fixes to the IMS bearing failure at differing price points and longevity. However, whichever you decide, your M96 intermediate shaft will be nothing to worry about.

Cylinder Bore Scoring (Carrera M96)

Although the IMS bearing is the flashy failure of the internet, which has morphed it out of proportion, bore scoring is what they ought to be worried about. Cylinder bore scoring is a death knell for the engine or your wallet as it requires major repair if not complete replacement. Repair is preferred because replacing the engine with another one, rebuilt as stock or not, doesn’t solve the issue.  

Bore scoring is caused when the piston skirt’s iron coating flakes off at the bottom of the piston stroke as the skirt peaks out of the bottom of the bores. Uncoated piston skirts then contact the cylinder walls and gouge them, letting oil by, ruining the piston-to-wall clearance, and destroying the cylinder. It’s a significant issue, and it’ll make itself apparent through one or more of these symptoms:

• Loud tick/knock from the affected cylinder

• Increase in oil consumption

• Sooty tailpipes (driver’s side will be more intense)

• Soot in the engine oil

• Oily/sooty bumper cover

• Cylinder misfires

Due to the different expansion rates provided by the cylinder walls and the forged pistons, as well as a less-than-perfect rod/stroke ratio, all 3.4 and 3.6 non-Mezger engines can and will likely develop this issue. The only guaranteed fix is to send the engine case off to have the original cylinders removed and replaced by a more traditional cylinder liner and piston. It’s a significantly costly endeavor—if done correctly, it’ll likely be more than what most used 996s are worth—but the results are a bulletproofed engine proven free of any future issues.

While there are no sure-fire ways to avoid bore-scoring, you can take a few basic steps to maximize the life of your M96. First, stick to a strict 5,000-mile oil change with a high-quality Porsche A40-approved oil, such as LIQUI MOLY Leichtlauf 5w40. Second, alternating between two of LIQUI MOLY’s most effective anti-wear additives - Ceratec and MoS2 will aid in reducing wear over time and at the most crucial moments, such as cold starts, especially if the car has been sitting for some time without running.

We recommend using Ceratec every 5th oil change, as it provides a long-lasting ceramic anti-wear coating that helps to reduce wear and friction. We recommend using MoS2 for the changes that you do not utilize Ceratec for. MoS2 provides instant wear protection, especially in instances of low or no oil pressure, such as cold starts. 

Cracked Ignition Coils

The ignition coils sit close to the exhaust, and even though there’s a heat shield to help protect them, they still experience constant heat cycling. The heat cycling creates cracks in the tops of the ignition coil, debilitating its effectiveness. A bad ignition coil will cause a misfire and a check-engine light. Because of the delicate cylinder bore coating of the M96 engine, any misfires can cause cylinder bore scoring and significant engine issues. If you experience an engine misfire and flashing check engine light, we recommend towing the car for further diagnosis. 

Engine ignition coils on any water-cooled 911 should be replaced every time the spark plugs are replaced as part of regular preventative maintenance. It’s cheap insurance to avoid potentially significant issues.

Air Oil Separator (Carrera M96)

The air/oil separator (AOS) is part of the positive crankcase ventilation (PCV) system that recycles the accumulated pressure within the engine into the intake tract while filtering out the oil vapors. The vacuum supplied by the AOS also helps to seal the low-tension piston rings. 

The primary functional component of the air oil separator, sometimes known as a PCV Valve, is a simple rubber diaphragm supported by a spring. It ensures positive crankcase pressure is contained and out of the intake tract, depending on load and RPM. With heat and age, the diaphragm will tear, allowing unregulated air and pressure between the crankcase and intake system.

Failure of this part allows excess oil to be directed through the intake and burned, leading to oil consumption issues and potential misfires from fouled spark plugs. Depending on use and conditions, the entire air/oil separator system should be considered a maintenance item and periodically replaced every 80,000 miles or so.

Water Pump (Carrera M96)

The water pump is another maintenance item you cannot overlook because it operates well on the day. The water pump installed at the factory uses a plastic impeller to drive the coolant through the engine. Owners have seen those impellers break apart and get sent through the engine, clogging coolant passages and the thermostat. Additionally, the bearings can fail, allowing play in the shaft and damaging the seals, causing a coolant leak. If not replaced regularly, the pump will fail, allowing the impeller to contact the engine block, damaging it, and sending impeller bits through the engine again.

Upgrading to a water pump with a metal impeller is the best way to prevent plastic from being sent through the engine. However, replacing the water pump at the recommended interval is the only way to avoid extra damage. Regardless of which type of water pump you choose, replace it every 3-4 years or every 60,000 miles as preventative maintenance.

Coolant Pipe Failure (Mezger M96)

The factory aluminum coolant pipes used in a few places throughout the Mezger-based engines are secured into their housings with an adhesive. Over time and through thousands of heat cycles, the glue breaks down, leading to one or more of the coolant pipe bungs loosening and causing instant total loss of coolant from the system.  If not addressed preemptively, this can, at best, leave you stranded and, at worst, can lead to overheating and significant engine damage due to coolant loss. 

Additionally, because of the location of the coolant pipes and barbs, it is not uncommon for the failure to coat the rear tires in the slippery coolant to lead to a crash, especially if on track. Track day and racing organizers often require that Mezger-based engines have their coolant pipe barbs fixed before being allowed on track. 

The best solution is to have a Porsche specialist repair facility “pin” the factory coolant pipe barbs and reseal them or replace them with higher quality aftermarket versions, which must be welded into the coolant pipes. This engine-out repair takes some time, but it’s a permanent fix that should last the vehicle’s life. 

Second Gear Pop-Outs (Carrera G96)

The most common failures on the G96.00 and .01 gearboxes involve issues with the second gear. Depending on what goes wrong, the transmission will grind, put up a fight during engagement, or pop out of gear under trailing throttle. 

Worn synchronizer assemblies are the root cause of the grinding noise during engagement. Second gear sees extensive use, and not every owner can shift their transmission as they should. However, clutch adjustment issues can also cause grinding. If the clutch doesn’t disengage completely, there will be an excess strain on the gearing, which will cause rapid degradation of the synchros. Not every owner is gentle on the synchros, either. Hole shots and quick shifting put excess strain on the internal components, leading to this failure.

The harsh engagement and refusal to stay in gear come from a worn-out shift sleeve and engagement teeth. Porsche installed many of these G96s with incorrect shimming, which causes the shift sleeve’s teeth to clash with those on second gear. As a result, the engagement teeth just wear out over time. Unfortunately, the proper fix to this problem is a replacement sleeve and the correct shim stack, necessitating a complete gearbox rebuild. However, a few inexpensive and quick aftermarket solutions will band-aid the issue.

Pinion Bearing Failure (Carrera G96)

This issue is far less common than the problems with second gear but appears frequent enough to be considered a regular issue. The differential’s spider gears and the pinion’s teeth begin to pit and deteriorate, sending metal shavings into the gearbox that load the bearing with debris. That debris gets thrown around in the bearing, destroying the race and creating a whining noise similar to a failed wheel bearing.

The only way to fix the issue is to disassemble the gearbox and replace the bearing. Replacing the transmission with a used low-mileage example may be cost-effective, though you risk having the second box kill its bearing too. Porsche mainly remedied this issue by adding the extra spider gears for better torque dispersion, but there have been unlucky .2 owners who’ve encountered this issue.

Worn Shifter Bushings

The G96 gearboxes were a departure from every past 911 gearbox in that they were shifted via cables rather than a linkage. It allowed Porsche to reduce its parts cost and simplify the connection between the shifter and transmission; however, its first crack at the shifter assembly needed improvement. The assembly is nearly all plastic, save for the lever, which commonly wears to the point of vague shifts in the middle gate.

Porsche remedied the problem with their next car, the 997, and that unit is a direct replacement for the standard 996 pieces. The later OEM unit gives more feel with a slightly shorter throw. However, if you prefer that route, this issue has plenty of aftermarket fixes. These range from new shifter bushings to complete shooter assemblies CNC cut from aluminum.

Clutch Fork Pivot Shaft Boss (Mezger G96)

The clutch fork rides on a shaft that sits in two bosses cast into the transmission case. Cast aluminum is strong, but heavier clutches and hard use will wear them down. Cracked bosses will affect the clutch operation and can put lateral loading on the throw-out bearing, which will cause abnormal guide tube wear.

There are a few fixes here with varying levels of intensity. The “easiest” repair is to grind and weld the cracked bosses. However, cracks can form along the welds or on other places of the boss, so it isn’t a guaranteed lifetime fix. The other way is to lop the outer half of the boss off, drill and tap some bolt holes, and use an aftermarket cap to form the boss from a more robust material.

Oil Pump Wear (Mezger G96)

The GT2 and GT3 gearboxes are unique to all others in the 996 range as they have an internal oiling system to help keep all their moving parts happy and cool on a race track. The pump is the main component of that system, which is responsible for picking up and distributing the oil. Debris can be released into the oil in various ways, only to be distributed around the inside transmission. While small bits of debris from worn oil aren’t problematic, metallic bits from rushed synchros and worn bearings are.

In many cases, the contaminated oil is then picked up and distributed through the oil pump. Unfortunately for owners, that debris can and will wreck the inside of the oil pump and necessitate a replacement. It’s around $2000 for a new pump. Porsche did place a screen on the oil pick-up, but that was ineffective. The best solution is to have the oil filter from a Cup Car (race car) gearbox fitted along with regular oil changes after track days.

Synchros/Shift Sleeves/Gears (Mezger G96)

An issue on all Mezger gearboxes is worn synchros and shift sleeves. Looking around the forums, you’ll find countless threads on second-gear problems; in almost every case, it is a user-generated error. Lack of rev matching or poor efforts combined with the hard shifting conditions of a drag strip, autocross, or track day will wreak havoc on them. First to go are the engagement teeth before stresses get to the shift sleeve and, eventually, the gear itself. While most common on second gear, seeing them on third and first isn’t unusual. The synchros in the GT and Turbo boxes use steel synchros on gears 3-5, so they’ll tend to take the abuse better. Replacing 2nd gear with new synchros and a 1-2 shift sleeve is another repair that costs nearly $2000 in parts. 

In modified applications, the gears themselves can also break. All street Mezger gearboxes run cast gears from the factory, and although they can take a good amount of power, they aren’t indestructible. It isn’t always the power that gets to them, though. Wide and sticky tires can put additional stress on the transmission housing, which is transferred internally to the output shaft and the gears. A forged Porsche Motorsport Cup Car or aftermarket gearset is the standard replacement for weaker factory pieces.

Case Bearings

While stress from stickier tires can assist with breaking gears, owners will generally see those forces affecting output and input shaft bearings. Again, this is an issue on neglected and heavily tracked transaxles. The stresses put through the case, especially the pinion shaft, can tax the bearings to the point that they will degrade fairly significantly if not serviced properly.

The worn bearings will create a whirring or almost gravel-like noise while the clutch is engaged. In addition to the importance of having healthy bearings, you need to watch out for the debris they cause when they wear beyond acceptable levels. In most cases, the rollers force themselves against the races, pitting the race surface into something that mirrors the moon's surface. The metallic debris sent through the gearbox will damage the bearings and the internal oil pump (GT only).

CP Carrillo Connecting Rods

If you are rebuilding your M96 engine for the track, one area to pay close attention to is the connecting rods. The issue is that the factory connecting rod bolts cannot withstand the engine load placed on them at the high end of the RPM range. That usage causes the rod bolts to stretch beyond their capacity, and eventually, they will become loose or break, leading to engine damage or complete failure. The CP Carrillo connecting rods offer stronger and lighter rods and stronger bolts that will add reliability and strength to your engine.

LN Engineering Deep Sump Oil Pan Kit

The deep-sump oil-pan upgrade kit adds 2.0 quarts of additional oil capacity to your engine, benefitting the engine in a few ways. First, it pushes the dump floor lower, putting much more oil above the pickup tube and lessening the chance of oil starvation. Second, the kit's X51-style baffle prevents oil from sloshing around during corning. Upgrading the pan and baffling is the easiest way to ensure constant healthy oil pressure on the race track.

LN Engineering Aluminum Timing Chain Tensioner Guide

As you may have noticed by now, there is a theme with all of the failure-prone plastic engine components used in the M96 engine, and the timing chain tensioner guide is no different. The LN Engineering timing chain tensioner guide replaces the factory plastic guide and pressure pin with a billet aluminum guide and steel pressure pin. It also comes with a new guide pad, which is replaceable separately.

LN Engineering IMS Solution Kit

The IMS Solution Kit by LN Engineering is the ultimate solution to IMS problems and maintenance. This kit replaces the factory IMS ball bearing with an oil-pressure-fed plain bearing that requires no future servicing or replacement. The new bearing is designed to last for life and is a must-have for track cars and streetcars. By resolving the weakest point in the engine, you can focus your time and effort on driving, knowing you have the most durable and reliable IMS replacement on the market. 

However, there is a slight catch. Porsche picked up on the problem early on and began switching bearings during the 2000 model year. The changeover wasn’t complete until 2001, so the 2000 and 2001 models of Carrera and Boxsters can have either. Use this guide with your specific engine number to figure out what you have before starting the replacement process.

Upgraded Radiators and Cooling

Porsche's first foray into completely water-cooled engines for their 911 went strictly O.K. Their experience with their water-cooled front-engined models allowed them to work out most of the cooling system kinks before the 996 hit showroom floors. 

With their plastic end tanks, the stock radiators are fine for street driving but out of place on a race track. Thankfully, radiator manufacturer CSF provides the perfect upgrade for those looking to prep their 996 for light track duty with a pair of all-aluminum radiators. The full aluminum construction provides a 40% increase in cooling capacity and a 15-25% increase in cooling efficiency over the stock radiators.  

Porsche 996 Brake Rotors

Porsche fits all of their cars with drilled brake rotors. They work great in a street application with light use on an autocross course but will develop small cracks when exposed to intense and prolonged heat. Sebro offers a set of slotted rotors with high carbon content as an upgrade. The slots, versus the drilled holes, offer a better initial bite on the disc and a better evacuation of gasses built up between the rotor and pad. The higher carbon content in the alloy helps the rotor withstand more heat for a longer duration, preventing warping or cracking.

Porsche 996 Street/Sport Brake Pads

Hawk, Ferodo, and Pagid all offer pads for the 996 with compounds better suited for aggressive use. The pads designed for spirited driving and autocross use a higher metallic content for a more aggressive bite on the disc and better heat resistance. However, the higher metallic content will wear through the discs quickly, produce more dust, and emit more noise.

However, choosing suitable brake pads is critical if you plan on using your Porsche 996 911 to its abilities. Generally, a brake pad that performs well on track will be noisy, dusty, and lack cold temperature performance when used on the street. A street-type or street-sport pad, such as the OE brake pads from Porsche,  EBC Yellowstuff, and other street compounds, will not last or be safe on the track. Some, such as the Ferodo DS2500 and EBC Bluestuff, can work well in both applications, making them popular for super high-performance street driving or mixed-use street, autocross, and light track days. 

Porsche 996 Stainless-Steel-Braided Brake Lines

Regular rubber lines can expand under repeated hard breaking, creating a spongy pedal feel. While driving fast, the last thing you want to lose is confidence in your brakes from a suddenly soft pedal. The braided shielding prevents the lines from expanding, giving a firm feel under any condition. 

GT3/GT2 Brake Cooling Scoops

Porsche fitted all of the 996s with brake cooling scoops. The scoops use plastic fins to direct air from under the car to the brakes. The 996 GT3 and GT2 were fitted with these scoops, though they use larger fins for more air. The GT scoops work on any 996 without modification and clip in place of the original pieces. Use the GT2 scoops for maximum cooling, as those have the largest fins. Several companies offer more extensive ducting that directly channels air to the brakes, but those kits can be pretty expensive and require some modification. 

Control Arms

The Carrera’s control arms (and Turbo’s) are one-piece, whereas the GT3 uses a two-piece design. The GT3’s inner bushing bolts to the rest of the control arm and uses shims to extend the arm’s length, increasing the available camber. These arms bolt in and use rubber bushings, providing an easy and streetable upgrade for any 996. If you’re building a 996 for some serious track time, you’ll want to look elsewhere. 

SPL and SPC offer adjustable suspension arms with Heim joints instead of bushings. Their lower control arms all use Heim joints, while the track arm’s center bushing is a solid aluminum piece with multiple mounting points for greater suspension adjustability. The upper control arms are replaced with stronger aluminum pieces using threaded Heim joints at either end, providing increased camber and toe adjustability over the factory arms and their eccentric bolt. The track rods and thrust arms are also available with Heim joints. These components are not for the faint of heart. They turn any 996 into a significantly more aggressive and responsive sports car best prepared for the race track.

Dampers

Bilstein is the OE damper for every 996. The Bilstein B4 “Touring” strut is OE for the Carrera with the standard suspension and US-spec M030 factory sport suspension. Stepping up from the B4 is the B6 “Performance” strut. The B6s are a perfect match for the Euro-spec M030 springs, as they are made for use with OE components. They’ll work with standard springs, too, eliminating the floaty feeling at higher speeds and sharpening the bumps at lower ones. Anything stiffer and lower than a factory spring is best matched with the B8 “Performance Plus” strut unless using the quite rare X75-package springs. 

Koni offers two different choices of the strut for the 996, the Koni Sport and the Koni Special Active damper. The classic yellow-bodied Koni Sport is a single-adjustable (rebound only) damper that is best compared to the B6. However, it is adjustable, unlike the Bilstein, so its use extends beyond OE springs, and it has a proven record of working with aftermarket lowering units. The Koni Special Active damper, also called the FSD, uses Koni’s Frequency Selective Damper technology to provide firmness and response over smooth roads and comfort over rough terrain. According to Koni, the FSD doesn’t work with certain lowering springs, so pairing them with an OE set would be best.

Springs

The standard US ride height was taller and softer than the European cars, so a set of aftermarket springs is a great way to give your 996 the look the factory intended. While ‘coilovers’ have become the go-to for a suspension upgrade, lowering springs still offer a killer aesthetic boost and a performance gain at a much lower price point. Even pairing them with an appropriate shock upgrade, like a Bilstein B6 or B8, will keep costs down and deliver similar performance. Suspension ride height drops and spring rates will vary depending on which set you to buy. However, both the H&R springs and Eibach springs we carry have long proven to be plenty streetable and fashionably low. 

Coilovers

Aftermarket coilovers will all have significantly stiffer rates than any factory setup. Kits like Bilstein’s PSS10, Ohlins’ Road & Track, H&R’s Street Performance, and KW’s Variant 1 are popular aftermarket choices. They provide a spring and damper package tailored to match each other perfectly. Each manufacturer chose its specific spring rates to maximize the handling potential of the chassis during spirited street driving while retaining streetability. If you like to tinker, the Bilstein and Ohlins are adjustable, both using a single knob on each damper to control the compression and rebound. Other than H&R, each company uses its own damper technology; H&R uses a Bilstein damper. Ohlins is the most trick suspension of the bunch; using their Dual Flow Valve technology, or DFV, it’s regarded as one of the best dual-purpose coilovers for street and track use. 

996s dedicated to track use as fully-caged and stripped cars should look elsewhere. Ohlins offers a coilover setup specifically for track-only vehicles, as do companies like JRZ, Moton, and MCS. These kits have race-spec damping and spring rates, external reservoirs for the shock fluid, multi-way adjustments, and adjustable camber plates. 

The Carrera (RWD) and Carrera 4 (AWD), both coupe and cabriolet, were the only models available until the Turbo joined the lineup in 2001. The Turbo featured a wider body than the Carrera, featuring distinct air-inlets on the quarter panels that were standard to feed each intercooler. Unique lights and bumpers were fitted to the exterior, while hollow “Turbo Twist” wheels were the widest available.

 Its 3.6-liter twin-turbocharged flat-six was a completely different engine from the Carreras. Whereas the Carrera had an all-new engine, the Turbo used a crankcase and bottom end derived from Porsche’s famous 98-GT1 race car, known as the “Mezger” engine. The case is derived from the air-cooled 964 engine, while cylinder heads and cylinders are water-cooled. The difference in design means the Turbo model avoids the IMS bearing issue the Carrera models suffered from and gains its reputation for reliably holding considerable power. 

Porsche released their mid-cycle refresh in 2002, creating the “996.2” models. All Carreras received revised bumpers and lights, aligning them with the Turbo’s, and a larger 3.6L engine good for another 20hp. Porsche dropped the Carrera 4 coupe in favor of the Carrera 4S. It used the Turbo’s widebody, suspension, and brakes, but the engine and drivetrain from the standard Carrera. The Carrera 4 Cabriolet remained available until 2004, when the C4S Cab took its place. 2005 was the last year for the 996; the only model available was the Turbo S. 

This generation also brought the GT3 and GT2 to American shores. The GT2 was based on the Turbo, but its six-speed manual put the power down only through the rear wheels. Porsche stripped the rear seats, thinned the carpeting, and removed unnecessary accessories to keep it light. Externally, it received a large fixed rear wing and unique bumpers. Its engine remained 3.6L, but other tweaks raised the power output to 476 hp. The GT2 was the fastest 911 ever when it debuted and featured Porsche’s first carbon-ceramic brakes as an option. 

The GT3 was birthed from the Carrera in 1999 but brought to America in 2004. Using a Carrera chassis, Porsche welded in reinforcements, put it on the same diet as the GT2, and stuffed in a naturally aspirated version of the Mezger engine redlining at 8200 RPM. It was similar in design to the Turbo, using the engine case from the air-cooled engines with four-valve, water-cooled heads but with high compression and big camshafts. The suspension and brakes were made for dual-purpose street and track use. The exterior also received unique bumpers and a large, fixed rear wing. 

Specifications