BUYING GUIDE

997 CARRERA AND CARRERA S

Its hard to believe that four years have passed since the 997 was launched and with the facelift just around the corner, theres never been a better time to buy one.

he 997 series Porsche 911 arrived seven years after the launch of the original water-cooled 996 and it was immediately obvious that it had really moved things on. The biggest change was in the cars appearance whereas the 996 had visually distanced itself from the 993, the 997 seemed to embrace the latters styling and the result was an almost retro design combined with some thoroughly modern elements. The 997 had a wider track than its predecessor and therefore needed a wider body which gave it a slimmer waistline; the headlights were simplified with the indicators now located in the bumper meaning the main units, with their clear covers, looked much smarter and more elegant and bore more than a passing resemblance to those of the 993. The door mirrors were new and featured a twin-arm design, the rear spoiler was mildly tweaked and the underside of the car was almost completely faired in with just a few intakes to allow air to enter where it was needed. The result of all these changes aside from the new appearance was the reduction of the drag coefficient down to a very impressive 0.28Cd. Porsche had made a number of changes to the

manufacturing process which resulted in a number of improvements the stronger bonding of the sill members to the rest of the body, for example, resulted in a 15 per cent increase in torsional stiffness and a 40 per cent increase in bending stiffness. The 997 also featured larger diameter tyres because for years every time the 911 was fitted with larger wheels, the tyre aspect ratio was reduced to maintain an almost constant tyre circumference. However, the 996s wheel/tyre combinations had resulted in such low profile rubber that there was simply no way to increase the size of the wheels in order to accommodate larger brakes and to keep up with consumer demand for ever-larger alloy wheels without also increasing the tyre size. The actual increase in circumference was just 2.5 per cent at the front and five per cent at the rear and was the reason for the larger wheel arches. For the first time since 1977 a 911 was offered in two versions with two different engine sizes. The 3.6-litre engine was carried over from the 996 and was all but identical, retaining VarioCam Plus for example, with the exception of a couple of minor changes. On the inlet side

of things the air filter was modified resulting in a small power gain while a dedicated vane-type vacuum pump meant that the supply for the brake servo didnt have to be tapped from the manifold. Thanks to this Porsches engineers found another nine hp raising the total to 325, while maximum torque remained at 273lb ft. As well as the minor increase in power, the engineers managed to shave 2kg off the engines weight. The flat-six in the Carrera S evolved from the 3.6 engine and was the result of increasing the cylinder bore to 99mm which, when combined with the standard 82.8mm stroke, resulted in the larger 3.8-litre capacity. With the inlet manifold retuned and the compression ratio raised by 0.5 to 11.8:1 the engine developed 355hp and 295lb ft of torque. A new six-speed gearbox was fitted to the 997 with higher torque capacity thanks to thicker shafts and wider gears, reduced gear lever travel and a lower weight. Overall gearing was reduced by five per cent in order to compensate for the larger rolling radius of the wheels and tyres, while the Tiptronic transmission (still only fivespeed) was also mildly tweaked in order to improve shift quality.

Words: Sebastian de Latour Photography: Max Earey

997 buying guide

The 997s chassis underwent a number of changes to improve upon the already excellent handling of the 996. Both the front and rear tracks were widened by 21mm and 34mm respectively, increasing roll stiffness, which was the result of redesigning the front and rear subframes in order to locate the lower arm mounting points further outboard. The subframes themselves were now both stiffer and lighter and the front one now offered improved levels of impact safety. New sand-cast light alloy wheel hubs were fitted at the rear, which were ten per cent lighter than before, offering a significant reduction in unsprung weight Variable-ratio power steering was introduced for the first time on a 911, following its successful fitment on the Cayenne, which reduced the number of turns from lock-to-lock to just over 2.6, while the steering wheel was now adjustable for both reach and rake. PASM (Porsche Active Suspension Management) had also first appeared in the Cayenne and now found its way into the 997. It featured computer-controlled damping which reacted to how the car was being driven and also allowed drivers to choose between normal or sport settings, and when combined with the Tiptronic transmission, an interface ensured that both suspension and gearbox were in compatible modes for particular driving styles. PASM was fitted as standard to the Carrera S and was offered as an option on the 3.6. Finally, the brakes were improved upon with stiffer four-pot calipers and larger discs fitted to both models. The Carrera came with 318mm front and 299mm rear discs while the S sported 330mm front discs all round, while PCCB was once again available as an option. dead and go on to hit 177mph is no slouch. The 911 has always managed to deliver impressive pace from surprisingly little power and the 997 is no different, punching well above its weight and delivering the sort of performance youd expect from a car boasting a lot more power. Torque is ample and the mid-range is strong while you wont be blown away by its overtaking abilities you wont be feeling short-changed either. If thats not fast enough for you and you crave more muscle then the Carrera S is what you need. The additional 34hp and 22lb ft really make a difference and raise the performance up a notch two seconds are slashed from the 0-62mph sprint and top speed rises to a supercar-esque 182mph. Its a seriously fast car, as fast as youd ever need, and can despatch lesser cars without breaking sweat. The additional chunk of torque makes a big difference, meaning its much easier to drive the Carrera S quickly with little effort. The brakes on both are supremely effective, shedding big speed effortlessly and resisting fade admirably, biting hard early on while remaining progressive and easy to modulate. The larger discs of the Carrera S do make a slight difference but they dont really come into play until you really start working the brakes hard and seeing as both cars have the same size calipers, theres very little in it. The ride is firm, as youd expect, but its not uncomfortable and is fine for everyday use whether youve got 18s or 19s beneath you; body roll is virtually zero and the 997 changes direction with incredible aplomb. Because of the 997s exceptional body control and handling characteristics, you cant help but question the usefulness of PASM. Put simply, while what it does is impressive, in Sport mode the ride is too compromised for the UK. On a smooth track it would come into its own but on public roads it just makes the ride horrible and jittery. Its a switch thats best left alone to be honest and not something that you need to worry about having if youre buying a Carrera. Theres masses of grip and traction available and while greasy roads and a heavy right foot will get the PSM involved, for the most part unless youre really pressing on youre not going to exceed the cars limits. As a point-to-point device, the 997 excels, giving you the confidence to push hard and the power to exploit that wonderful chassis and it makes for an excellent long distance companion. Its comfortable and refined and is one of the best sports cars ever made.

WHAT TO LOOK FOR BODYWORK

With the earliest cars now nearly four years-old, stone chips are going to be your biggest concern. Dealers will usually give a car a blow over so the paint should look like new, but private sellers wont so keep an eye out for any serious chips, especially any that are showing signs of going rusty. Have a look at the front spoiler too as this is susceptible to speed hump damage. The bodyshell is covered by an 10 year anti-corrosion warranty, although in order for it to remain valid it has to be signed off every two years by a Porsche main dealer. The headlamps have a tendency to mist up but seeing as this doesnt affect performance its not something to worry about you can get them replaced under warranty but OPCs are often reluctant to do so. Another problem is the windows opening by themselves after the car has been locked as the key is a little over-sensitive and the buttons are easy to press by accident, so a number of owners have had this feature disabled. On early Carrera S models the twin tailpipe trims would sometimes fall off but this was rectified by a recall and always replaced without any fuss by dealers.

DRIVING ONE TODAY

The 997 is a fantastic car to drive, regardless of how much power its putting out and from the moment you move off you really do feel connected with the car. The steering is beautifully weighted and involving and delivers copious amounts of feedback, never feeling anything less than superb. The gear change is short and precise and the high quality gear lever feels good in your hand as it snaps from ratio to ratio while the pedals are both perfectly positioned and weighted, matching the precision and feel of the other controls. Performance is very impressive and both cars feel and are very fast. Its easy to dismiss the 3.6 Carrera but any car that can reach 62mph from a standstill in five seconds

The brakes are supremely effective, shedding big speed effortlessly and resisting fade admirably

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997 buying guide

WHAT TO LOOK FOR CHASSIS
Check for kerbed wheels and have a look at how much tread is left on the tyres a car that hasnt been used every day will have covered around 25,000 miles by now which is really the limit for a set of tyres, so if they havent been replaced theres a good chance they will need to be. The brake discs are notorious for rusting, and the car must be driven after being washed otherwise they will slowly start to rust from the inside out. This results in an incurable judder and vibration and its especially common on lower mileage cars and the brake parts arent covered by the warranty. The wheel nuts are also well-known for rusting. Punctures are a common problem for th lower profile tyres fitted, and with nothing but a can of get you home foam you could become friendly with your local tyre fitter. Supply of N-rated Porsche approved tyres, especially 19-inch examples, can be erratic with main dealers the ones who struggle the most, but an on-line search should prove successful. The tyres wear on the inside edges first due to the negative camber and, obviously, it will be the rears that go first. Early cars suffered from creaking front and rear bushes though most cars will have had these changed under warranty. The 997 is also very sensitive to wheel alignment so wed strongly recommend a four-wheel alignment check at least after purchase, and if possible prior too.

WHAT TO LOOK FOR ENGINE AND GEARBOX

The specialists we spoke to mentioned the same thing leaking rear main seals. The quality has improved since the days of the 996 but they can still be a problem. Its not cause for massive concern, as they tend to sweat rather than leak and theyre covered by the warranty, but its a question you must ask. Number one and six coil pack failure is quite common as the rear tyres soak them when its wet, but they only cost around 30 each plus labour to replace. Battery failure is also a common problem itll go flat in around two weeks if the car's not used. Less common, but a terminal problem, is intermediate crankshaft failure, and a few owners have had new engines fitted under warranty or received a significant contribution towards the 12,000 cost of a new engine. It only seems to be affecting the Carrera S, and its not a widespread problem. Clutches can last just 20,000 miles if a car has been driven roughly, and the change between first and second can be notchy (there was a recall in 2005 which improved the routing of the gearshift linkage but it didnt cure the problem entirely).

The 997 is very specification sensitive and having the right spec can make a big difference to the cost of the car

WHAT TO LOOK FOR INTERIOR

The leather on the 997 is very thin and as a result the interiors arent wearing particularly well and you can expect to see nicks around the gear lever, on the doors and scrapes on the seat bolsters. While the quality of materials used is vastly superior to that of the 996 the interior is still prone to squeaks and rattles particularly around the dashboard air vents, rear speaker panels and rear window seals, which arent covered by the warranty. The passenger seats can rattle in their mountings and the inside of the hard-backed sports seats will rattle. Youll also find that the passenger seat belt buckle vibrates against the passenger seat when its not in use, most notably when the car is stationary. The GSM phone option has proven disastrous for many owners, with callers unable to hear you at all, something which remains an ongoing fault despite the availability of a new software patch.

BUYING ONE
According to Peter Morgan, the 997 is very specification sensitive and having the right spec can make a big difference to the cost of the car. Sat nav is essential, a statement echoed by Mark Sumpter at Paragon, and is worth around 2000. If you buy an S without, you can have it retrofitted as all 997 models (S and non-S) came with the PCM screen fitted as standard, but this will cost around 2000 so it makes sense to buy one with nav already fitted. Youll be pleased to learn that the 997s sat nav is much better than the rather ham-fisted version in the 996 but its still only as good as a TomTom. UK cars came with a high standard specification but there are a few options that are a must people want Bose hi-fi and 19-inch alloy wheels, though Peter reckons it is worth driving one to see how you feel about the ride as its very harsh and might be too hard for everyday use. A sunroof is nice to have but non-essential, as are xenons and parking sensors but PASM has limited appeal and doesnt really add much to a Carreras value. All cars should really still have a full Porsche warranty and there are enough out there for you to be able to find one you like that does. Colour is important and while dark metallics remain popular, Mark reckons that buyers are shying away from silver. Its still a popular hue and youll never struggle to sell a silver car but it would appear that buyers are maybe a little bored of silver and its not the number one colour for the 997. Grey, black and dark blue are selling well and even red has proven a popular choice. Peter reckons that while the S is the more popular model, the Carrera is better value as you can pick one up for around 5000 less but youre not getting much less for your money. You might also have a hard time deciding between a last of the line 996 Carrera 4S and a 997 Carrera as theyre very close price-wise. According to Mark, Porsche has managed to get depreciation under control and while the 997 dropped quickly from the 70-80,000 mark down to around 50,000, from here on in depreciation slows and prices arent likely to plummet below 40k for the very first cars. As he points out, theres a bigger audience for cars costing between 30,000 and 50,000 so demand is likely to stay strong. The upcoming facelift shouldnt have too much of an impact on either, although Mark thinks Tiptronic values will dip with the launch of the new dual-clutch transmission. Manuals are more popular anyway, with stronger residuals and a bigger audience. As always, the advice is to buy the best car you can, preferably with a warranty, and dont get hung up about options or colour too much if it means missing out on an otherwise perfect car.

IN THE CLASSIFIEDS
On a budget
2001 Carrera, GT silver, manual, full Porsche service history, 37,000 miles, recent service, two brand new tyres, black leather, PCM, 19-inch Carrera alloys, rear parking sensors, digital sound pack. 42,990.

The tempting prospect

2005 Carrera S, silver, manual, 4697 miles, leather seats, sat nav, remainder of Porsche warranty, cruise control, Sport Chrono Package, Sport exhaust, 19-inch alloys. 53,995.

Money no object
2008 Carrera S, Basalt black, Tiptronic, unregistered, black leather, rear parking sensors, heated seats, PCM, 19-inch alloys, cruise control, Bose hi-fi, telephone module, extended navigation module, bi-xenon headlights, Sports Chrono Package Plus. 76,995.

Best buy
2005 Carrera, Basalt black, manual, 13,211 miles, black leather, sat nav, electric sunroof, 18-inch alloys, climate control, rear parking sensors, full service history. 44,950.

AFTERMARKET TUNING
Theres a huge selection of performance upgrades available from a number of sources to suit all budgets and intentions. For those seeking more noise and power there are a number of panel air-filters available from the likes of Pipercross that claim to give a few more horsepower, or you could opt for a cold air induction kit which can free up another 10hp. You can buy an OE sport exhaust system if you havent already got one or, for a little bit more, youll be able to pick up something like Supersprints high flow rear boxes and if youre feeling flush then performance manifolds and high-flow sport cats are also available. Uprated brake pads are readily available from numerous companies including EBC but if you really want to improve the brakes, youre going to need a Brembo GT brake kit, available in four, six- and eight-piston varieties. You can retrofit the optional OE short-shift kit though opinions vary about how good it really is. On the suspension front youre spoilt for choice: lowering springs are ideal if you want to give your car a more aggressive stance but if you really want to change the handling then you can take your pick from Bilsteins PSS9 springs and damper kits (available for 997s fitted with or without PASM), or H&Rs coilover kits. There are also strut braces and uprated anti-roll bars to really fine tune your 997s handling. For further information contact any of the specialists advertising in this magazine.

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LIVING WITH A 997 ROBERT PRINCE, PCGB 997 REGISTER SECRETARY

The 997 is the car that I aspired to own for a long time. I devoured everything I could find on the new 911 in the motoring press and on the Internet and had my deposit down in 2003. Despite an early deposit demand was such that I finally took delivery in November 04. Like many early adopters, Id had to configure and spec the car unseen, and the long delays meant that inevitably almost every box was ticked. It was a thrill to finally have the 997, and naturally I took it anywhere and everywhere. The first 1000 miles were kept below 4000 revs to run us both in gently, and then I gradually extended the performance of both man and machine. Initially I was petrified of the legendary tail-out antics of the 911, despite standard PSM, and it took a couple of driver training sessions, one with Bernard Aubry and another with Porsche Driving Experience at Millbrook before I finally realised just how capable the car could be. Now three years and 30,000 miles have passed between us, so what has life been like? More often that not, fantastic! I still love the looks, performance and feel of the 997 and some features, such as the PASM adaptive damping, are a brilliant innovation which only help the day-to-day usability of the car. This must be one of the easiest Porsches to live with, such is the balance of the control weights and its general competence in every day life. Yet it is always an event to drive, and the more miles I cover, the more I learn about 911 handling. Theres ample performance, though occasionally a well driven turbo diesel can catch you out on the motorway, such is motoring in 2008! Servicing is every two years or 20,000 miles, which initially seemed a bit of a long gap. However, the 997 does use a little oil, and I have probably topped up with at least four litres between the dealership oil changes. Servicing is menu priced at Porsche Centres these days, but that 400 fee can soon double or treble once you get everything covered such as the brake fluid change, new drive belts, a wheel alignment (thanks to the prevalence of pot-holes and speed bumps) and so on. However, the largest cost in the last three years has been tyres. The 19-inch rubber seems particularly prone to punctures, and repair of Z-rated tyres is not recommended. Ive bought nine tyres in the last three years, which at around 300 each is my most significant expense, especially since the demise of Porsches Tyre Insurance scheme. The two year warranty period is rather mean too, when most other manufacturers offer three years, and given Porsches alleged build quality. I have been stranded with coil failure on the motorway once which is not uncommon, and been recovered with a big oil leak which was apparently not RMS failure, which as with the 996, is still a problem. An annual warranty is a not insignificant expense at 895 but is something I would not be without. There have been other build quality failures too which disappoint, such as creaking front and rear suspension bushes, tailpipes which drop off, awkward and notchy gear changes, all of which were repaired under warranty and are not unknown on early cars. More significant and more irritating are the useless PCM telephone a common but random fault where callers cant hear you, and the general poor quality interior with abundant squeaks, rattles, creaks and groans that you

shouldnt have to endure on such an expensive car. These arent covered by the warranty. Combined with a major problem of tyre noise, this can make the 997 quite a poor long distance companion, despite the inherent comfort of the seats and PASM suspension. In summary then, I adore the 997 and am satisfied I made the right choice and I would not hesitate to recommend the car to anyone. Membership of the Porsche Club certainly added to my experiences and enjoyment of the car, and it has helped to share concerns or problems with other owners. I would recommend only the best cars from the right dealers and specialists, and such is their prevalence there is no need to compromise with a car that has been damaged or neglected. Budget more than you think for maintenance and tyres too, Ive spent over 5000 on these in the last three years. Fuel economy is good for the performance, with an average of 24mpg, and again the 997s work better on the higher octane fuels rather than some supermarket unleaded! If I had my time again I would choose exactly the same car and specification and I have no intention of replacing my car with anything other than another 997.

TYPICAL COSTS*
Tyres (per pair ): 235/40ZR18 (fr) 305; 295/35ZR18 (r) 400 235/35ZR19 (fr) 440; 305/35ZR19 (r) 712 Brake discs (fr): 102.64 each (S: 133.57 each) Brake pads (four): 111.79 (S: 163.71) Headlamp: 222.58 Minor service @ OPC (20,000): 446 inc. VAT Major service @ OPC (40,000): 552 inc. VAT Windscreen wipers 51 inc. VAT *All prices exclusive of VAT unless otherwise stated

THANKS TO:
Paragon (01825 830424) Peter Morgan Consulting (01672 514038) Specialist Cars of Malton (0844 7000 997)

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