The Porsche 993 is the internal designation for the Porsche 911 model manufactured and sold between January 1994 and early 1998 (model years 1995–1998 in the United States), replacing the 964. Its discontinuation marked the end of air-cooled 911 models.
The 993 was much improved over, and quite different from its predecessor. According to Porsche, every part of the car was designed from the ground up, including the engine, and only 20% of its parts were carried over from the previous generation. Porsche refers to the 993 as “a significant advance, not just from a technical, but also a visual perspective.” Porsche’s engineers devised a new light-alloy subframe with coil and wishbone suspension (an all-new multi-link system), putting behind the previous lift-off oversteer and making significant progress with the engine and handling, creating a more civilized car overall providing an improved driving experience. The 993 was also the first 911 to receive a six-speed transmission.
The 993 had several variants, like its predecessors, varying in body style, engines, drivetrains, and included equipment. Power was increased by the addition of the VarioRam system, which added additional power, particularly in the mid-ranges, and also resulted in more throttle noise at higher revs; as a consequence, resulted in a 15% increase in power over its predecessor.
The external design of the Porsche 993, penned by English designer Tony Hatter, retained the basic body shell architecture of the 964 and other earlier 911 models, but with revised exterior panels, with much more flared wheel arches, a smoother front, and rear bumper design, an enlarged retractable rear wing, and teardrop mirrors. A 993 GT2 was used as the safety car during the 1995 Formula One season.
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The Carrera was available in rear and all-wheel-drive versions. It was equipped with the naturally aspirated 3.6-liter M64 engine, further developed from the 964, and combined with a new dual-flow exhaust system now incorporating two catalytic converters. The 993 Carrera originally was equipped with orange turn indicators on the front, side, and rear, black brake calipers, black Carrera logo on the rear, and 16-inch alloy wheels with black Porsche logos on the center wheel caps. The 1994 coupé version had a curb weight of 1,370 kg (3,020 lb) (basic unladen weight of 1,270 kg (2,800 lb)). This model came with a ground clearance of 110 mm, except for the US version which had a ground clearance of 120 mm. This was further lowered with the M030 sport chassis option to 90 mm. The coupé is the stiffest, tightest, most solid, yet lightest of the 993 models.
The Cabriolet introduced simultaneously alongside the coupé in April 1994 for the 1995 model year, featured a fully electrical and hand-stitched soft-top reinforced with metal sheets and an automatic wind-blocker. On the rear of the Cabriolet, a small spoiler was mounted with the third braking light. The 993 Cabriolet was slightly heavier than the coupé variant and has a curb weight of 1,420 kg (3,131 lb). On average, a high percentage of the total Cabriolets produced ended up in the US. Both the coupé and convertible variants of the 993 were available with an all-wheel drive.
Porsche also offered the 993 Carrera as an all-wheel-drive version called the Carrera 4. In contrast with the 964, Porsche deleted the “2” from the rear-wheel-drive “Carrera” name tag. However among enthusiasts, to differentiate between the rear-wheel and all-wheel-drive variants of the Type 993 Carrera they were (and still are) commonly referred to as “C2” and “C4”. The Carrera 4 has an ABD system (Automatic Braking Differential); it breaks the inner wheel when accelerating out of a corner. On the exterior, the Carrera 4 is visually distinguishable by clear front and side turn indicators and rear red turn indicators. The brake calipers are painted silver as is the ‘Carrera 4’ badge on the engine cover. The center wheel-caps carry the Carrera 4 logo instead of the Porsche crest. The Carrera 4 has a curb weight of 1,420 kg (3,131 lb), same as the standard Carrera cabriolet, and in both instances more than the Carrera coupé. A key feature on the 993 Carrera 4 is the weight saving in the all-wheel-drive system as compared to the 964, a lower maintenance viscous coupling unit that transfers 5-50% of power to the front wheels and changes the driving behavior of the car compared to the standard Carrera. The 993 Carrera 4 all-wheel drive is suited to cope with bad weather conditions, which provides extra security in rain or snow, though on a dry circuit the C2 is the faster car, and the C4 is of course heavier than the C2. There was no Tiptronic option available on the Carrera 4.
The options list for the 993 Carrera (and most other variants) offered many choices, including up to five different styles of wheels, various suspension set-ups, and three different seat styles (comfort, sport, racing). Also, many upholstery options were offered and various sound systems including digital sound processing. Further, customers had the option of any color other than standard shades. Even more, the Tequipment and Exclusive-Programs added further options and built to order almost any specific wishes of customers such as special consoles, fax machines, or even brightly colored interior upholstery.
The Targa version of the 993 was introduced in the 1996 model year and saw the debut of the so-called “greenhouse” system: a retractable glass roof, a design continued on the 996 and 997 Targa. The glass roof would retract underneath the rear window revealing a large opening. This system was a complete redesign, as previous Targa models had a removable roof section and a wide B-pillar functioning as a roll bar. The new glass roof design allowed the 993 Targa to retain the same side-on profile as the other 911 Carrera variants and finish without the inconvenience of storing the removed top of the old system. The Targa is based on the 993 Carrera cabriolet with the Targa glass roof replacing the fabric roof.
The Targa was equipped with distinctive 2-piece 17 in (430 mm) wheels, which could be ordered as an option on all cars not having standard 18 in (460 mm) wheels. Common problems with the Targa include excessive heat in the cabin, creaking noises on rough roads, and a very complicated and unreliable roof mechanism. Also, the Targa roof is heavier than the coupé’s roof and that extra weight is at the top of the car raising its center of gravity and decreasing handling performance.
Targa Production Numbers:
1996: 2,442 (US+Canada: 462)
1997: 1,843 (US+Canada: 567)
1998: 334 (US+Canada: 122)
Total Production Run: 4,619
The 993 Turbo coupé was introduced in 1995. It featured a new twin-turbocharged engine displacing 3.6 liters and generating a maximum power output of 300 kW (408 PS; 402 hp). Air-to-air intercoolers, electronic engine management, redesigned cylinder heads, and other modified engine internals completed the new engine. The 993 Turbo was the first 911 Turbo with all-wheel drive, taken from the 959 flagship model. The Turbo’s bodywork differs from the Carrera by widened rear wheel arches (approximately 6 cm), redesigned front and rear bumper moldings, and a fixed “whale tail” rear wing housing the intercoolers. New 18 in (460 mm) alloy wheels with hollow spokes were standard.
The 993 Turbo was one of the first production cars in the world to have an OBDII diagnostics system (the 3.8-liter and GT versions didn’t have that system, and the normally aspirated 993 variants didn’t get it until the 1996 model year). The successors of the 993 Turbo since have had water-cooled heads. The car also had brakes that were larger than those on the base Carrera model.
Throughout the production run of the Turbo, there were two distinct differences: the 1996 and the later model year cars. The 1997 and 1998 cars had the following differences from the 1996 cars:
Stronger transmission input shafts (a known weakness due to the combination of immense power and AWD system).
An ECU that was able to be flashed and modified (the 1996 model’s ECU was not modifiable).
With the addition of a Porsche child seat, the passenger airbag was cut off.
Motion sensors for the alarm were integrated into the map light above the rearview mirror.
Standard wheel center caps that had “turbo” embedded on them (the 1996 version had Porsche crests).
The Porsche 993 Turbo is featured in Need For Speed: High Stakes as the flagship car of the game as well as in Need for Speed: Porsche Unleashed.
uring the second to the last year of production of the 993 (1997), Porsche offered the 993 Turbo S which was manufactured by the Porsche Exclusive department. The Turbo S is a high-specification Turbo including a power upgrade to 450 hp (DIN) (424 hp (SAE) for the American market) achieved by larger Triple K K-24 turbochargers, an additional oil cooler, and a modified Motronic engine management system. The inclusion of extras including carbon fiber decoration in the interior makes it different from the earlier lightweight, spartan 964 Turbo S. The 993 Turbo S is recognized by yellow brake calipers, a slightly larger rear wing, a quad-pipe exhaust system, a front spoiler with brake cooling ducts (on European market cars), carbon fiber door sills with ‘Turbo S’ badging and air scoops behind the doors. This was the last of the air-cooled 911 Turbos. The curb weight of the car amounted to 1,500 kg (3,307 lb). Performance figures include a 0–97 km/h (60 mph) acceleration time of 3.6 seconds, 0–161 km/h (100 mph) acceleration time of 8.9 seconds, and a top speed of 296.6 km/h (184.3 mph).
The Carrera 4 S (1996) and the later rear-wheel-drive Carrera S (1997) shared the Turbo model’s bodyshell but housed the naturally aspirated engine in the rear. Both of the S models had slightly lowered suspension as compared to standard Carrera models. The all-wheel-drive 4S is heavier than the S due to the former’s all-wheel-drive system, resulting in a curb weight of 1,427 kg (3,147 lb) for the C4S vs. 1,390 kg (3,064 lb) for the C2S. Due to this, the S has a quicker acceleration time and a slightly greater top speed than the 4S. Although a Carrera S Cabriolet was never officially offered by the factory, a small number (believed to be 5) were specially ordered through the Porsche Exclusive department in 1997 and sold as 1998 models by Beverly Hills Porsche in California, and only 1 was ordered by a VIP client through Porsche Exclusive department for the European market. The wide bodywork is widely acclaimed for its rear looks. It creates more aerodynamic drag, leading to slightly lower top speeds compared to the narrower siblings (about 5 km/h), but the wider tires result in excellent road-holding. The Carrera S is one of the most valuable 993 variants. Production of the Carrera S amounted to 1,752 examples for all of North America during the entire 993 series production run (in part because they were manufactured only for the 1997 model year, together with a very brief stub period later in 1997 denominated as 1998 models), though the special extremely limited run models such as the 993 RS, GT, and Turbo S are rarer and more expensive.
The Carrera RS is a lightweight variant of the Carrera. It features a naturally aspirated 3.8-liter engine generating a maximum power output of 300 PS (221 kW; 296 hp) achieved by the use of lightweight forged pistons, dual oil coolers, big intake valves, Varioram variable-length intake manifold, a modified Bosch Motronic engine management system and lightened rocker arms. The 6-speed G50/31 manual gearbox with a short shifter used on the Carrera RS had modified gear ratios for the first three gears. The larger 322 mm cross-drilled and ventilated discs brakes front and aft with four-piston calipers were shared with the 911 Turbo and a limited-slip differential was included as standard equipment. The exterior is easily distinguishable from a normal Carrera by a large fixed rear wing, small front flaps, and 3-piece 18 in (457 mm) aluminum wheels. The headlight washers were deleted for weight-saving reasons. A seam-welded body shell with an aluminum bonnet supported with a single strut was used along with thinner glass. On the interior, the rear seats were removed, and special racing seats along with spartan door cards were installed. Soundproofing was also reduced to a minimum. The suspension system used Bilstein dampers and the ride height was lowered for improved handling. Adjustable front and rear anti-roll bars and an under-bonnet strut brace further increased handling. The final weight of the car amounted to be 1,280 kg (2,822 lb).
The Carrera RS Clubsport (also referred to as the RSR or RSCS in some countries) was a track-oriented iteration of the Carrera RS with relatively limited road usability. The Clubsport came equipped with a welded roll cage. Certain comfort features such as carpets, power windows, air conditioning, and radio were deleted. Exterior-wise, it sports a larger rear wing and a deeper chin spoiler than the standard RS.
The GT2 was the racing version of the 993 Turbo made to compete in the FIA GT2 class racing. By the mid-1990s, most of the sanctioning bodies of road racing had placed severe limitations, if not outright bans on the use of all-wheel-drive systems, due in part to Audi’s earlier success in campaigning their various Quattro cars in touring car races around the globe, to Porsche’s 959 and its racing version the 961, and in part to the Nissan Skyline. It was in this atmosphere that to take their turbo-engined 993 racing, Porsche developed the rear-drive GT. The deletion of the all-wheel-drive drivetrain also brought with it the benefit of significant weight savings to the competition car. To qualify the car for racing, a limited number of street-legal variants were created for homologation purposes, which are now highly prized and valued by collectors. The interior treatment of the GT2 is similar to that of the sibling Carrera RS. Exterior wise, the fenders of the Turbo have been cut back and replaced with bolt-on plastic pieces to accommodate large racing tires and to help ease the repairs of damage to the fenders that are an often reoccurring event in auto racing.
Until 1997, the street-legal version of the GT2 racecar, named GT had almost the same engine as the Turbo, but operated with higher boost pressure and generated a maximum power output of 430 PS (316 kW; 424 hp). In the 1998 model year, a twin ignition system was added; power was raised to 450 PS (331 kW; 444 hp) at 6,000 RPM and 586 Nm (432 ⋅ft) of torque at 3,500 RPM. Only 57 road legal variants were built. Additionally, the rear deck lid of the street-legal version of the GT2 will also sport “911 GT” instead of “911 GT2”.
In contrast to the G-model and the 964, Porsche never officially offered the 993 in a Speedster body style. However, two were built by the factory: a dark green Speedster equipped with Tiptronic S and 17-inch (432 mm) wheels for Ferdinand Alexander Porsche (for his 60th anniversary) in 1995 and another wide-body, silver Speedster with manual transmission and 18-inch (457 mm) wheels for American TV star Jerry Seinfeld in 1998. The Seinfeld speedster was originally delivered as a cabriolet model and later sent back to the factory “Exclusive” department to be “rebuilt” as a speedster. Additionally, a few 993 convertibles were converted to the Speedster body style by aftermarket coachbuilders.
After the 3.3 liters G-model Turbo convertible (1987–89), Porsche never officially offered an air-cooled Turbo convertible again. However, in 1995 a small number (believed to be 14) of 993 Turbo Cabriolets were sold before the introduction of the 993 Turbo coupé. They featured the 360 PS (265 kW; 355 hp) single-turbo engine of the 964 Turbo 3.6, a 5-speed manual transmission, rear-wheel drive, and the rear wing of the 964 Turbo 3.6. This cost a premium of DM 89,500 (or plus 62%) over the standard 993 Cabriolet’s price.
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The 993 generation of the 911 is often referred to as the best and most desirable of the 911 series, not only because of its beauty but also because of its great performance, even by modern standards. The 993 is quoted as “the last complete ‘modern classic’”; “the 993 was and forever will be that last fresh breath of air that Porsche gave the world; elegance and muscle all in one package.” The book “Porsche 993 - Essential Companion” refers to the 993 as the “King of Porsche,” and it is generally acknowledged as “The purists’ Holy Grail.”
In its 12 April 2017 article entitled “The Porsche 993 Lives up to the Hype,” Road & Track writes that the 993 is “something truly special,” with “a combination of old-school feel and modern usability that isn’t found in many other cars,” with “great steering, great brakes, and a wonderfully composed package.” It also states that “The 993 is also beautifully built – it’s a relic from the time when Porsche didn’t cut corners anywhere.”
The 993 was replaced by the 996. This represented a dramatic change for the 911. As many enthusiasts agree, “the 993 is one of the sweetest spots in the 911’s half-century of existence,” and while “more modern versions might be more dynamically capable, they’re bloated behemoths in comparison to the lean 993.”
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There is something I like every time I get in a 993 and it is that classic feel. You get inside and you find yourself in a quite small cabin. The windshield is just a couple of inches close to your nose and there is barely anything in there. You got your gear lever, a few buttons, and the steering wheel. No-fuss. Everything that you expect is here. You don’t get the extra luxuries or latest technologies you might find in the newer 911’s, but that’s the whole point! There is nothing to distract you from the road. That promises a great driving experience. The classic feel continues when you drive it. The flat-six makes this old school noise that no modern 911 can imitate and if you’re lucky enough to get a manual, things cannot get any better. This is not PDK, you need to work to get the emotions. Yes, the 993 offers “classic” features but you can drive it like a modern car. I know some people that drive 993’s every day as it’s fairly practical and easy to drive even in cities. Things that you couldn’t do daily with a 60’s 911 for instance. In the end, the 993 offers this classic look and feel mixed with modern driveability.
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When you have a 993, you join a community of 911 die-hard fans. A sort of club of connoisseurs that respect and admire each other’s 911. I’m not saying that cars that came after the 993 aren’t respected but it’s just different. You will always find fans and clubs that celebrate the brand and all its models. But you will also find the Porscheists that won’t even wave at a 996. That’s sad, but it is the reality. If you go on sites like Rennlist, you can feel a sense of community. You don’t get that with many car brands. While we were driving this red 993 Carrera 4S, you cannot imagine the number of people who smiled and waved. Some girls even looked at me… and I only blame it on the car. So, this might mean that it’s cool.
Again, I would like to accentuate the fact that this is an honest review, so don’t get mad if you have a 996, 997, 991! These are awesome cars, and the article is just here to say how great the 993 is in my opinion. After all, aren’t all 911’s amazing?
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As demand for Porsche 993s far outstrips supply, you can’t be too picky about mileage. If you want a sub-40,000 model, it could take months to find and you will have to pay a substantial premium to secure the car.
Mileage shouldn’t be a worry anyway, as the 993 was well designed and made, and boasts a highly durable engine. You can expect a 993 with 100,000 miles on the clock (hardly an excessive figure given its age) to still be going strong as long as it has been well maintained.
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Is a Porsche 993 A Good Investment?
Furthermore, with costs beginning to rise, numerous specialists presently see them as a wise investment. A Porsche 993 is probably going to be wise speculation. Purchasing a Porsche 993 is a substantially more costly suggestion than purchasing its replacements, the 996 and 997, and you will require a spending plan of around £30,000 in any event, for a Cabriolet needing work.
For what reason is Porsche 993 the best Porsche?
The Porsche 993 was the fourth cycle of the Porsche 911. Being the last air-cooled 911, the 993 transformed into a sought-after collectible throughout the long term. Because of the consistent development of the Porsche 911’s back-engined idea for over 30 years, it acquired a standing for being exceptionally complex and strong.
Is Porsche overrated?
Porsches are extremely strong vehicles, that can deal with race track conditions, without significant determents. An exhibition tire on a Porsche can cost as much as $400, while the normal traveler vehicle may just be $100. Anyway, an exhibition tire on any game truck can hit that $400 territory, and no they don’t last more.
For what reason is a Porsche oil change so costly?
In light of the brand, Porsche can charge more. Porsche mechanics can likewise order a higher premium due to their specific abilities. Going with a free Porsche specialist can set aside your cash, yet at the same time hope to pay between $120 to $150 each work hour.
Are Porsche motors reliable?
So it’s no big surprise that these vehicles are known for their life span and long-haul unwavering quality. They are worked to perform, indeed, yet they are worked to perform for a long time. Porsche 911 motor mileage can be appraised at 100,000 miles and 10 years
Why are utilized Porsches so modest?
The market interest hypothesis works here very well. There is a ton of interest for air-cooled Porsches given their low form numbers, which brings the costs up. For the water-cooled stuff, they assembled tremendous measures of them and weren’t worked to similar quality as the more established ones.
Which is better Porsche GT2 or GT3?
On the GT2 RS, you get a 3.8-liter level 6 twin-turbocharged motor contrasted with the GT3 RS’s normally suctioned 4.0 level 6. The thing that matters is that the GT2 RS produces 700 bhp contrasted with 520 bhp in the GT3 RS. It has a maximum velocity of 211 mph contrasted with the maximum velocity of 193 mph in the GT3 RS.
Will you every day drive a 911 GT3?
Indeed, there is AC and an infotainment framework that will make all the difference. It will even feel somewhat particular out and about, you promptly get a feeling that it isn’t its common territory. However, we just can’t think about a quicker or better street lawful track vehicle, that you can drive day by day.
Is Porsche high upkeep?
Among extravagance brands (barring exotics), Porsche is the most costly extravagance vehicle brand to keep up. Even though Porsches may not need a fix as frequently as BMWs, at $400 for an oil and channel change, it doesn’t take long for Porsche’s upkeep expenses to add up rapidly.
What model Porsche is the quickest?
Porsche 911 GT RS.
The quickest Porsche presently underway is the Porsche 911 GT RS. With a top track speed of 211 mph, it at present edges out some other model underway.
The Porsche 993 is one of the most desirable used sports cars on the market, with enthusiasts queuing up to get their hands on them. Unfortunately, that means you won’t be able to secure one for a knockdown price, but take a careful approach to buy a 993 and you can make sure you end up with a great car.
The 993 is considered by many Porsche enthusiasts as the last true 911. That’s quite a bold statement, but we kind of get why some people have this fixed idea. First, its replacement, the 996, disrupted everything we knew about 911. Gone were the rounded headlights and gone was the precious air-cooled engine for a water-cooled one. For the first time, the 911 was a “mass-market” car. But, we aren’t here to talk about the 996 and its haters. We are here to give you five reasons why the Porsche 993 is the best 911 ever.
The Porsche 993 looks like a typical 911. Ask a kid to draw a 911 and it will look like a 993 or a 964, or a 997, and it goes on and on. It has that temporal line that makes the car so iconic. So people will argue that it never significantly changed, but I think it’s a good thing. Porsche revolutionized the SUV and electric car segment with the Cayenne and Taycan. But, in terms of design, it was always more of an evolution for their core product, the 911. The 993 was no different. It came out in 1994, and the design was smoother than ever. Gone were the sharp edges as on the 964, we now had a 911 that looked like it was carved by the wind. Only the interior of the car barely changed as it is said that all the development money was spent on the exterior. Some say that the 993 is the most beautiful 911 ever. They might not be that wrong.
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