{"id":4929,"date":"2020-01-27T09:16:12","date_gmt":"2020-01-27T09:16:12","guid":{"rendered":"https:\/\/www.carandclassic.co.uk\/magazine\/?p=4929"},"modified":"2024-09-12T10:21:54","modified_gmt":"2024-09-12T09:21:54","slug":"porsche-911-996-pre-facelift-the-time-is-now","status":"publish","type":"post","link":"https:\/\/www.carandclassic.com\/magazine\/porsche-911-996-pre-facelift-the-time-is-now\/","title":{"rendered":"Porsche 911 (996) Pre-Facelift – The Time is Now"},"content":{"rendered":"

The supercar is something we associate with beach-side properties, the rich and famous and of course, mad stacks of cash, as the kids say. And these associations don\u2019t generally go away once a supercar gets older. A Ferrari or Lamborghini from the \u201890s still easily bonds with the aforementioned imagery. They are cars that us mere mortals can only park in pipe dreams. We can never own such a machine, not with our normal lives and our normal income. Right?\u00a0<\/span><\/p>\n

Well, no, actually. That\u2019s not right. Porsche is a brand that has its name hanging in the supercar hall of fame, but unlike the Italians, Porsches have a habit of dropping down into the reaches of us before climbing up again. There was a time when you could get a 944 for \u00a31,000, with tax and MOT. You can go out today and buy a 2004 Cayenne for about three grand. You\u2019d be utterly mad to do so, but you can. The 924<\/a> was so undesirable, it was given away for free for a short time. The 928<\/a>? In the \u201890s, people would pay you to take them away. But what about the flagship car from Stuttgart; the mighty 911.\u00a0<\/span><\/p>\n

\"Porsche,<\/p>\n

You might not believe it, but the 911 is not exempt from the depreciation trend set by other Porsche models. Think we\u2019re mad? In the late ’90s, you could get a 964 for very little, the same for a 993 in the early \u201800s. Remember <\/span>Wheeler Dealers <\/span><\/i>buying one for about \u00a312,000 and selling it for \u00a320,000? That’s \u00a340,000 now. That was 2014.<\/span><\/p>\n

The 911 always dips, and then it climbs. And right now, the pre-facelift 996 generation of Porsche 911<\/a> is at the bottom of that dip. This is a sure thing if you want a car that you can enjoy and make a couple of quid on. The time is most definitely now.\u00a0<\/span><\/p>\n

An introduction to the pre-facelift 996<\/span><\/strong><\/h3>\n

The 996<\/a> is a 911 with more negative stigma than most, but it\u2019s stigma that should be ignored. The predominant \u2018issue\u2019 was that the 996 was the first 911 to be water-cooled, not air-cooled. This sent the purists into a furious bout of rage, but more fool them. If there is one thing that works well in the 996, it\u2019s the cooling system. <\/span>
\n<\/span>
\n<\/span>Anyway, the 996<\/a> was introduced in 1997 as a 1998 model year, and took over from the 993. The first cars were coupe flat-six 3.4 300bhp Carrera 2 models with either a six-speed manual \u2018box or a five-speed Tiptronic auto. The cabriolet followed later in the year. This was followed up in 1998 by the impressive Carrera 4, which boasted all-wheel drive, Porsche Stability Management (PSM) and a barky exhaust.\u00a0<\/span><\/p>\n

\"Porsche,<\/p>\n

The same year, we got the mighty 360bhp GT3 version, though this was overshadowed a year later by what is arguably the most desirable 996; the 420bhp Turbo. Then, there was the 462bhp twin-turbo model in 2000, followed by a major facelift in 2001. The facelift brought with it a bigger base engine, this time a 3.6 with 320bhp. Still water-cooled of course.\u00a0<\/span><\/p>\n

We\u2019re looking at those pre-facelift models, as they are the cars with the most attractive price tags. Plus, we\u2019re applying logic here. Early cars have been around the longest, and that means that if they\u2019re running around today, the chances are that all the known issues have been dealt with. We\u2019ll get to those in a moment.\u00a0<\/span><\/p>\n

\"Porsche,<\/p>\n

Start searching online for a 996 and you\u2019re not going to have to look hard for horror stories. IMS (intermediate shaft) bearings fail, due to the cylinders being poorly lined, they tend to score their own bores, the electrical system often has a mind of its own and rear main oil seals can fail. It all sounds terrifying, especially when shackled to the Porsche name. It\u2019s not exactly Aldi. But here\u2019s the thing; early cars that are still running today should be fine. With the exception of the rear main seal, all of these issues are life-ending for the car if ignored. So, if that \u201898 996 you\u2019re looking at still works, it\u2019s probably had the work done. Certainly, it\u2019s almost become a badge of honour to list having the work done in the advert.\u00a0<\/span><\/p>\n

Keep your head about you, buy the car with plenty of history – dealer or specialist, but the car that hasn\u2019t been modified and buy the car that hasn\u2019t had thirty-five owners. The key to buying a good 996 is to shop about, be careful and buy from a source you trust. There are plenty of enthusiast owners who are selling to upgrade, they\u2019re the people you want.\u00a0<\/span><\/p>\n

And always, always drive the car. The 996 in rear or all-wheel drive is a treat, but it\u2019s not for everyone. Buy a 996 because you want a 996, not because you want to tell people you have a Porsche.\u00a0<\/span><\/p>\n

What are prices like?\u00a0<\/strong><\/span><\/h3>\n

There are cars out there for under ten grand, and while they might have you reaching for your wallet, we\u2019d encourage you to exercise caution. There is no such thing as a cheap Porsche 996<\/a>, so cars with four-figure price tags are usually hiding something, unless of course a seller is being brutally honest.\u00a0<\/span><\/p>\n

\"Porsche,<\/p>\n

The sweet spot for an early, pre-facelift 3.4 is around \u00a313-16,000. These cars represent the enthusiast-owned, unmodified versions. You\u2019ll have plenty to choose from; coupe, convertible, auto or manual. And don\u2019t be scared of cars with high mileage. One big selling point of the 911 has always been its usability. It\u2019s nowhere near as fragile as its Italian counterparts. You can use a 911 every day, and people do. As long as you have the service history to back everything up, you should have nothing at all to worry about. 100,000 miles for a 996 is nothing at all as long as it\u2019s been cared for. <\/span><\/p>\n

Why should I buy one?\u00a0<\/strong><\/span><\/h3>\n

You\u2019re going to buy one because it\u2019s a Porsche<\/a>. It\u2019s a poster car, it\u2019s the type of vehicle that will have the neighbour\u2019s curtains twitching when you bring it home. Owning a Porsche is real, proper, bucket list stuff. But more than that, you should buy one because it\u2019s a supercar that you can use. As we mentioned above, daily use isn\u2019t too much to ask of a 911. In fact, they welcome it. This isn\u2019t a car you\u2019ll buy and then barely drive, it\u2019s a car you\u2019ll have to be dragged out of!\u00a0<\/span><\/p>\n

\"Porsche,<\/p>\n

Then, there is the enthusiast culture behind the Porsche brand and the 996 in general. Some will still lament the very existence of the 996 due to it being water-cooled, but ignore them. The 996 is finding a following now, and with impressive clubs like the Porsche Club GB, fellow enthusiasts, events, parts and knowledge is never far away.\u00a0<\/span><\/p>\n

For us, the 996 represents the best of both worlds by being usable. It\u2019s a car to be proud of, a car that will always make you smile when you drive it, and it\u2019s also a car that has settled into its looks wonderfully. It\u2019s a clean, simple, unfussy design that still earns many an admiring glance.\u00a0<\/span><\/p>\n

Just remember though, that while the 996 is cheap now, it\u2019s still a Porsche, and sadly, Porsche parts aren\u2019t cheap. What you need to do is ask yourself whether or not you can afford to run it. It might be used Fiesta money to buy, but it\u2019s not used Fiesta money to run. Independent specialists will take some of the sting out of dealer prices, but it\u2019s still going to be more than a \u2018normal\u2019 car. For example, you can expect to pay around \u00a3400 for a basic service from a specialist, exhaust systems can run into the thousands, tyres are \u00a3200 a corner. You get the idea.\u00a0<\/span><\/p>\n

How long until I see a return?\u00a0<\/span><\/strong><\/h3>\n

Going off the trends set by past Porsche models, we\u2019d say not long. The cheapest cars are starting to be thin on the ground already, which will push values up. Looking at the data we have here at Car & Classic, we can see that the more exclusive models have been increasing in price dramatically over the last three years or so. On that basis, it\u2019s only a matter of time before the early, lower specification cars start to catch up.\u00a0<\/span><\/p>\n

\"Porsche,<\/p>\n

Buy a good, honest 996 with history and minimal owners, keep it for five years, keep it maintained in the way it\u2019s accustomed and enjoy it. After that, you should be in a position to make your money back if not make a tidy profit. By how much, we can\u2019t say. But when you consider that some 993s gained twenty grand in ten years, it\u2019s all to play for.<\/span><\/p>\n

Looking for a dip before a climb? Our Porsche 911 listings<\/a> are a good place to start.<\/span><\/p>\n","protected":false},"excerpt":{"rendered":"

The supercar is something we associate with beach-side properties, the rich and famous and of course, mad stacks of cash, as the kids say. And these associations don\u2019t generally go…<\/p>\n","protected":false},"author":36,"featured_media":4940,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"ngg_post_thumbnail":0},"categories":[85],"tags":[581,1022,1525,15,12,13,11,540,14,1524,213,534,1527,1529,1528,1526,16,541],"yoast_head":"\nPorsche 911 (996) Pre-Facelift - The Time is Now - Car & Classic<\/title>\n<meta name=\"description\" content=\"The 996 generation Porsche 911 is right at the bottom of the depreciation curve. 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