Choice is king! A name first used in , the Carrera T Touring was reintroduced for the It was based on a standard Carrera but included various pieces of equipment normally reserved for the Carrera S.
It was available only with a manual gearbox and included various light-weighting measures including thinner rear and side glass, less sound-proofing and an infotainment system delete. This is where the waters muddy a little. Or turbos. However, the whole Carrera range is now turbocharged, and confusing matters further, the fully electric Taycan has Turbo and Turbo S derivatives.
The Turbo S a standard Turbo will be joining the range soon develops bhp and will do mph in 2. The GT2 recipe is simple. Take the engine from a Turbo, leave behind the all-wheel drive system, and up the track focus. GT2s were made from the generation through to the , with the also having the option of an even more focused, even more powerful GT2 RS.
For the , there was no base GT2 model - high-power, rear-drive turbo heroics were available only via the hardcore GT2 RS pictured. The GT3 badge first appeared on the generation The GT3 has been made more distinct from the Carrera range than ever, due to the retention of a naturally-aspirated engine.
For the Praise be! It deviates from the long-standing tradition of s using a MacPherson strut front suspension setup, instead opting for the technically superior double wishbone arrangement.
This lightweight car had revised suspension and bigger brakes, and has become one of the most collectable s ever. For the version, weight was further reduced through the use of polycarbonate windows among other things and the suspension and engine uprated. Carbon-ceramic brakes were also dropped in at each corner.
And so it went with the following and GT3 RS models. The GT3 had the Carrera's optional Aerokit bodywork, fixed-back front seats, and no rear seat. It used a naturally aspirated version of the Le Mans-winning GT1 engine, which itself can trace its roots all the way back to the race car of the Seventies. Fans call this the "Mezger" engine after Hans Mezger, the late Porsche engine guru who designed the original air-cooled flat-six and its racing derivatives.
Porsche didn't export the GT3 to the U. We did, however, get the Turbo, which arrived in with a hp version of the 3. Like its predecessor, the Turbo is extremely quick and no harder to live with than a regular Carrera 4. More challenging is the GT2, introduced in , which was essentially a rear-drive Turbo with more horsepower and a reputation for tricky handling. For , all Carrera models received a 3.
Porsche also brought back the Targa, using the sliding-glass-panel design seen on the Once again, it was a bit of a niche model. More relevant to enthusiasts was the Carrera 4S, which mated the 3. Today, the C4S is probably the most desirable Carrera model. An upgrade package for the Turbo, codenamed X50, also arrived in , boosting output to hp. Eventually, this morphed into the limited-run Turbo S of , which added carbon-ceramic brakes.
After the rest of the lineup was updated, the GT3 got some big changes in , including a bump to hp—likely underrated—and unique aero and chassis components. It was also the first GT3 officially exported to the U. For the most part, the Carrera is a very solid car. It's also the most affordable generation of the , thanks to the controversial looks, Boxster parts-sharing, huge production numbers, and the reputation damage of the IMS bearing issues.
A with a documented IMS bearing upgrade can be a great way into ownership at a relative bargain. Still, a good Turbo will cost far less than a Turbo while offering better performance and usability. A comprehensive reworking of the , this new generation of the carried over the M96 engine, but got a new transmission, all-new bodywork, a wider stance, an improved interior, optional adaptive dampers, and spawned a slew of new sub-models and variants—starting with the Carrera S , which had a 3.
This is where electronic chassis controls starting playing a big role in the lineup. The marked the beginning of a strategy Porsche continues to use today, offering an ever-expanding variety of models for just about every conceivable use case.
The move boosted sales, and profits, almost immediately. For the generation, the was available in base Carrera or Carrera 4 either coupe or Cabriolet , or uprated Carrera S or 4S again, coupe or Cabriolet. Targa 4 and 4S arrived in no more rear-drive Targa , as did the new Turbo, with a revised version of the Turbo's 3. The first GT3 arrived shortly after the Turbo, with a hp version of the naturally aspirated Mezger 3. The GT2 made its return in late , with chassis hardware from the GT3 and an upgraded 3.
It was the first to cross the hp barrier, sending hp to the rear wheels. The GT2 was much more finely honed than its sibling, though hardcore enthusiasts still seem to prefer the naturally aspirated GT3. While the visual differences are subtle, modifications under the sheet metal were extensive. The highlight is a new family of direct-injection engines, dubbed 9A1, still displacing 3.
Also in , the Turbo was updated with a hp 3. That same year, Porsche rolled out three GT models. Porsche retired the in , but not before building some seriously special run-out-the-clock models. The Carrera GTS revived the name of a Sixties race car and collected all the optional sport equipment, plus an upgraded 3.
Rear-drive only to begin with, Porsche quickly began offering a Carrera 4 GTS after some European markets demanded it. There was also a new Speedster, of which just units were built. But the ultimate was the GT3 RS 4. Only were built, and now they're among the most valuable water-cooled s out there. Prices for Plus, the updated model is excellent, with reliable, durable engines, great looks, and a smaller, more old-school feel than the generation that replaced it, the Another problem area is scoring of the cylinder bores on 3.
A Porsche mechanic can detect this problem with a borescope. Thankfully, later These engines have proven to be quite durable, and are still used in all turbocharged s produced today. All in all, the series is an excellent choice for a modern, daily-drivable car with classic Porsche feel. And while the GT3s are all-time greats, a base The third all-new model in history was nearly as radical as the An all-new, mostly aluminum body and platform added length and width, allowing Porsche to move the engine slightly forward in the chassis for better balance.
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.
The trained nose can smell coolant from the exhaust when the engine is running. A Porsche repair shop can definitely help here. However, any loss of coolant after a drive cycle should be thoroughly investigated. You might need a repair shop to do that for you.
Much of this sound is the proximity of your ear to the valve train and the exhaust headers. The M97 engines are subject to cylinder scoring — deep gouges in the cylinder liner, usually associated with a knocking noise and eventually catastrophic engine failure. The root cause of this issue is open to discussion, however, wear in the piston rings and liners causes the piston to wobble.
The wobble occurs at the bottom of the stroke and results in the piston skirt dragging against the cylinder wall thereby scoring the liner. The rhythmic knock is the piston changing position at the bottom of the stroke and hitting the liner. One of the potential early signs for significant engine problems is a mismatch in the sooty deposits inside the exhaust tailpipes.
This clearly shows a difference in the running efficiency of one bank of cylinders versus the other and further investigation for the cause is necessary.
A car with one black sooty tail pipe and one clean tail pipe is not a car to buy. The design of the has the placement of the coolant radiators and air-conditioning condensers low down in the front bumper. The position and open vent nature of the design, leaves them not only susceptible to stone impacts, but also to the buildup of debris and dirt stuck close to the radiators. These front ducts and debris need to be cleaned out regularly or protected by an aftermarket screen.
The front bumper has to be removed to reach the radiators and most owners never do it as part of regular service. Take a flash light and look closely to see whether the front air intakes are full of rotting leaves and debris when you inspect the Look closely, the debris will be around the sides of the radiators. 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 later The PDK is an automated manual transmission.
Two units matched together — a manual transmission rear section and automated dual clutch front section. The manual transmission rear section is very solid and reliable. Most issues occur with the electronic and hydraulically controlled clutch section at the front of the transmission.
Checking history on the car should also reveal any work completed on the PDK. Check service history for fluid changes and software updates to be sure how well the PDk has been cared for. The PDk is an excellent combination of automation and manual transmission qualities. Test driving, it should change gear quickly, sharply and smoothly. PDK equipped cars are usually quicker than manual cars due to the speed of gear change.
If you thought you could never give up a manual trans sports car, the PDK transmission might change your mind. As for resale, less and less people these days have any idea that a third pedal exists, so the PDK might be the easier sell.
The brakes on the are excellent. Brake pad material does degrade over time, so on low mileage examples check to see when the last brake service was performed. The brake fluid should be changed every few years regardless of mileage.
A complete brake service with pads, rotors and sensors can be quite expensive. Both the pads and rotors should always be changed at the same time. There should be a wear lip on the rotor and the size of that lip will determine how much mileage remains. Worn rotors crack or disintegrate, which can be particularly unpleasant when driving! The came with drilled rotors.
Look carefully to see how clear the holes are and make sure there are not cracks between the drill holes. Damage caused to the engine by the over-rev event may not become apparent immediately, so you need to be careful of any that has suffered one in the past 50 operating hours.
A high volume of over-rev events could be a sign that the engine has been consistently over worked throughout its life. The ECU records the data in six separate ranges and events in ranges are not usually considered to be as serious as those in ranges This should only be an issue on manuals, as it should not be possible to push Tiptronic and PDK models past the limiter.
The Revolution Porsche Pre-Purchase Inspection includes Rev Ranges and our trained technicians will flag up any concerns in the final condition report. The notorious and costly IMS bearing failure — which can result in catastrophic engine failure — was an issue with the earliest first generation s, but the introduction of a stronger factory-fitted bearing in late largely solved the problem.
You should try not to worry about it if the you are looking at is model year or later, as the larger bearing is much less likely to fail and cannot be retro-fitted without a full engine strip, but it is worth asking some questions if it is older than that.
Find out whether the owner has had the factory-fitted IMS bearing replaced by the highly-effective retrofit solution, in which case you can be confident of avoiding any problems.
If not, make sure you have a specialist take a look at the car before you buy it and think carefully about having the retrofit ceramic bearing installed as a precaution. Another issue you are likely to have read about on Porsche forums is bore scoring, which can also lead to engine failure. The extent of the problem has been exaggerated and in reality it has only affected a very small proportion of s; although that will be of little consolation to you if it happens to your car and you are left with a repair bill for thousands.
With the first generation flat-six engines, it is most likely to occur on the 3. The key symptoms to look for are a blackened nearside exhaust tip or a tapping noise at idle. If everything else looks ok with the used Porsche you are interested in, arrange for a specialist to inspect the car before making a final decision. The most common reason for misfires is a crack in the coil packs due to them being exposed to high temperatures in their location next to the exhaust.
The invoice for the job should contain all the details. One thing to be aware of is that the manual gearshift cable is prone to failure and is likely to require replacing at some point. As you would expect from Porsche, the brakes on the are excellent. Of course, pads and eventually discs are wear and tear items, so need replacing occasionally. If the current owner has had them changed, check that the work was carried out by a Porsche specialist using genuine or OEM parts.
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