Porsche 996 Turbo: Today's best 911 Turbo value?

Photograph Courtesy Porsche

Porsche 959 a bit too rich for your budget? Can’t quite swing the required millions? How about a 996 Turbo instead?

The 996-chassis Porsche 911 Turbo might represent today’s easiest entry into a turbo-powered, all-wheel-drive 911. Good cars now start around new minivan money, but as with most anything else wearing the Porsche crest, prices are very much on the rise.

When the 996 chassis debuted in 1997, it represented perhaps the biggest evolutionary step for the 911: Water, finally, replaced air as the engine’s cooling medium. When the Turbo arrived for 2001, however, it used a water-cooled setup based on the old Mezger design, meaning no IMS bearing issues, something that has long plagued the standard-issue 996.

That engine produced 415 horsepower along with 415 lb.-ft. of torque. In addition to having a 190 mph top speed, it could reach 60 in about 4 seconds–about half a second slower than the famed 959 but still way fast, especially for the time period.

The 911 Turbo also came standard with all-wheel drive and a six-speed manual box–a two-pedal Tiptronic S was offered as an option. The Turbo also got variable valve timing, 18-inch wheels, xenon headlamps and an electronically articulated rear spoiler–again, all rather cutting-edge equipment for the day.

Porsche soon pushed that bar even higher, offering the optional 444-horsepower X50 package starting for 2002, with that engine setup becoming standard for the 2005 Turbo S, the final year of the 996 run.–David S. Wallens

Why You Want One

Not only does it look fast, but it is fast.
Enjoy the fresh air: Porsche added a Cabriolet Turbo to the lineup starting in 2004.
After prices rose a bit during 2022, Hagerty now shows them taking a breather. And since 993 Turbo prices have exploded, is this your last chance to buy something that can be considered a classic 911 Turbo?
Call it a usable supercar.
You can count on the usual support from shops, aftermarket suppliers, the Porsche Club of America and the factory itself.
Despite a relatively short production run, it’s still fairly easy to find on today’s market.

Shopping Advice

Per Schroeder
Stoddard

The all-wheel-drive system gave a more sure-footed driving experience that was less prone to biting the unaware than the previous widowmaker Turbos. Zero-to-60 times, despite the added weight of all-wheel-drive, were a blistering 4.0 seconds.

The M96-70 Turbo engine did not have the IMS bearing problems of the M96-01 and M96-20 cars. There are 996 Turbos that have gone hundreds of thousands of miles.

The best non-GT 996 Turbo was the 2002-’04 X50 package, which had larger turbos and some ECU changes to put out 444 horsepower.

The 2005 Turbo S gained the PCCB carbon brake system on top of the X50 package.

The automatic rear spoiler mechanisms can fail–and they’re expensive to replace. They are often replaced with fixed wings.

The front differentials can also fail, leading many enthusiasts to do a “GT2 conversion” with varying degrees of half-assedness. Done right, it offers 95% of the brutality of the GT2 for a fraction of the price.

The coolant manifolds on the engine’s cylinder banks have a cast aluminum block portion with an extruded aluminum tube bonded into it. This bonding can fail, leading to leaks. Most solutions either pin or TIG-weld the pipes into the manifold block. There are aftermarket billet aluminum replacement tubes that make the welding option easier than the thin extruded factory tubes.

The O-rings that seal the coolant lines should be replaced proactively and whenever any connection is taken apart. Up front, the three radiators and the air-conditioning condenser are easily damaged due to their low-hanging placement.

Most common issues are wear- and age-related. Interior soft-touch plastics degrade and become brittle. Headliners are an issue. Plastic headlights become yellow and cloudy. The LCD screen on the HVAC panel can go bad–we sell a replacement–but it’s an easy fix.

A proper PPI would include a long drive to see if any CELs crop up (often reset by disconnecting the battery) and making sure the oil pressure (1.5-2 bar at idle) and boost levels all meet factory specs. A good shop can scan the ECU for any overrevs that may have occurred in the past.

Good, stock examples are now appreciating well. The Turbos are a much better investment than the base 996 or Boxster. The Tiptronic, not PDK, transmissions are definitely a hit on value and enjoyment.

Changes Over the Years

2001:

U.S. sales start during the summer of 2000 as 2001 models. Power comes from a twin-turbo, 3.6-liter flat-six making 415 horsepower.

2002:

Porsche adds an optional X50 package that uses larger turbochargers to increase engine output to 444 horsepower. All cars get a glove box.

2004:

A drop-top Cabriolet joins the lineup.

2005:

While the standard Porsche 911 moves to the 997 chassis, the turbocharged cars continue to use the 996 platform. Shoppers can choose from the regular Turbo or the TurboS that came with the X50 package along with ceramic brakes.

Behind the Wheel

“The new, fifth-generation 911 Turbo is not only the fastest-ever street-legal 911, it’s also the most refined. Spooling up to 125 miles an hour–on the German autobahn, of course–is utterly effortless in this all-wheel-drive sports car. And the urge to push the needle deeper, to tap into its extraordinary acceleration, is very difficult to resist.”
–Car and Driver • 2000