porsche 996 carrera & porsche 997 carrera

porsche 996 carrera & porsche 997 carrera

You can buy a standard 997 Carrera for the same or less than a 996 Carrera 4S, which makes for a tricky dilemma. Is the older, rarer 996 worth having over the newer common or garden 997?
Story: Philip Raby

I’m in a quandary with these two Porsches; a 997 Carrera and a 996 Carrera 4S. You see, I’ve long argued that less is more in 911 terms and so I love the bog-standard 3.6-litre 997 Carrera; especially the lovely Atlas Grey example you see here, as it’s super-basic with standard 18-inch wheels and not too many distracting options. It’s a pure, unadulterated 911, which is just how I like them. However, I am also a big fan of the 996 Carrera 4S with its fat Turbo bodyshell and that oh-so-gorgeous full-width rear reflector. But with the extra bulk plus four-wheel drive, it’s some way from the original 911 concept. And just to confuse things further, the Carrera 4S is today worth more than the more modern 997, which for anyone with a budget of around £25,000 to £30,000, is rather hard to comprehend.

To get some clarity, let’s start off by looking back at the first 996, launched some 20 years ago. That was the first all-new 911 since the original of 1963 and it gave Porsche’s designers the chance to start afresh. Out went the flared arches, spoilers and intakes which the 911 had collected over the years, and in came a fresh, pure shape that was positively futuristic and transcended the trends of the day. The problem with it, though, was that some people wanted a car with more drama and so the 996 got slated for looking bland, which I think was unfair as I like its simplicity of line. Then came the 996 Turbo with its wider rear arches, big intakes, and extendable rear wing, and all of a sudden, the 996 was considered a butch and good looking.

Porsche soon realised that, actually, some buyers liked adornments on their 911s, so they took it one stage further with the Carrera 4S, launched in 2002. Under the skin, this was a standard Carrera 4 with the Turbo wide rear arches and front intakes (but not the Turbo’s side intakes or rear wing), plus a full-width rear reflector. This last item was the Carrera 4S’s pièce de résistance. A reflector between the back lights had been a 911 trademark since the mid 1970s but had been dropped with the original 996. It added serious gravitas to the wide rear of the Carrera 4S and was a welcome return of a well-loved design signature. For me, the 996 Carrera 4S has one of the best looking backsides of any 911 ever. In fact, I’d push the boat out and say that it looks even better in Cabriolet form.

The Carrera 4S also has similar suspension and brakes to the 996 Turbo, and sits 10mm lower than the standard car, plus it had a high standard specification from the factory. With a lower purchase price and running costs, it made an attractive alternative to a Turbo for anyone who didn’t need supercar performance (and, let’s face it, the 4S is no sluggard). Today, it’s a rarer car than a 996 Turbo and still more affordable; and very sought after. If ever there was a modern classic 911, the 996 Carrera 4S is surely it.

But does the 4S offer a classic 911 driving experience, or does the four-wheel drive and extra width distract from the purity? The weird thing about it, is just how different it feels to a standard 996 of the same age. I’ve never been able to put my finger on why, but just sitting in the cockpit, I can tell there’s something special about the 4S. That’s confirmed when I start driving the car; it just feels more solid and, it has to be said, heavier than a normal 996. That firmed up Turbo suspension is the only accountable difference, and it’s remarkable how it transforms the car.

The ride remains reasonably compliant thanks in part to the (small by today’s standards) 18-inch wheels, while the handling really inspires confidence. The four-wheel drive, I’m pleased to say, isn’t intrusive; in fact I’m hardly aware of it. The car is remarkably planted through the corners, and the steering is light and precise in only the way a 911’s can be. There’s a hint of understeer when pushing hard around corners, but that’s no bad thing on a road car, and playing with the throttle helps to shape the bends.

That throttle gives me a respectable 320hp to toy with, but I do have to make a conscientious effort to get the revs up to make the engine play ball; it’s not the most willing playmate. It’s worth doing so, though, as the engine really comes alive and sings at high revs, making the Carrera 4S a lot of fun. On the other hand, if I’m lazy and leave the transmission in a high gear, the wide-bodied 996 becomes an effortless and comfortable GT cruiser. I could drive this Porsche all day and not be tired. The seats, as with most 911s, are supremely supportive and comfortable, and the well-equipped, leather-clad cockpit wants for nothing. I don’t hold with the notion that the 996 interior is dated – far from it, to me it looks fantastic and is a great place to spend any amount of time.

Today, though, I don’t have time for a long journey, so I pull up next to the 997 and eye up the two Porsches. There’s no doubt, that the Carrera 4S has a real supercar-like sense of drama, with that wonderful rear end and those massive front intakes. Like with many people, the once-controversial 996’s front lights have grown on me over time, and I’m perfectly comfortable with them. It’s one of those cars that demands a second – or third – admiring glance back at as you walk away from it. Dare I use the word ostentatious about the C4S?

sources:

 GTPORSCHE magazine issue 200, 6-18

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