Firstly, the Turbo was a pioneer for the lineup. It was not the first car to actually use turbocharging Chevrolet Corvair Monza , nor the first sports car to actually use turbocharging BMW Turbo , it was the very car that made turbocharging mainstream.
The Corvair Monza was too lazy despite being turbocharged with its heavy body and a lame gearbox. The Turbo was properly fast, but approximately made, due to oil crisis pressure. If Saab introduced turbocharging to the production cars with the Saab 99 Turbo, Porsche introduced turbocharging craze to the sports car world with its incredibly fast Turbo.
Comparison between a standard and a Turbo. Image from Porsche Evolution. Secondly, the Turbo was a proper road racer. It was not Spartan, with leather seats, high-end stereo, air conditioning, and leather interior.
However, it was still a challenging but rewarding car to drive. The tall four-speed gearbox needs to be mastered for correct shifting, the all-or-nothing 3L turbocharged flat-six required experience to prevent yourself crashing into a tree, and there was a hell lot of oversteer.
Although it sounds like a car that is trying to kill you every moment it actually is though To conclude, the Turbo was a proper road racer for gentleman drivers. The Carrera RS was powered by a 3. The car was also fitted with stiffer suspension and shock absorbers that were 40mm lower than the standard car, which made it move swiftly around the bends. I do like this example without the rear wings better than the flashy 3. Well, I am not actually a fan of road cars that were built for track use.
However, although the Carrera RS sounds like a track car for road use, it is more of a road car that is upgraded to the limits. The Carrera RS can handle long journeys without a problem but still can rule the bends without a sweat too. To conclude, the Carrera RS is not some road-going track car, but rather a road car that was good enough to tackle the track. Well you can own a 3. No explanation needed.
I am not joking about this car. The GT2 is definitely the cherry of the air-cooled s ever built. To give a bit of explanation for non-Porsche geeks, the GT2 was only built to meet homologation standards to race in the GT2 class.
The GT2 was equipped with a 3. The car has aggressive aero parts to increase downforce and lightweight bodywork to decrease the weight. The roadgoing GT2 shared a lot in common with the racing version, like the wide fender flares for wider tires, suspension parts, coil spring, and brakes.
The generation was the golden age for Porsche. The cars are a great combination of old-school feel and modern performance. The cars are fast even in modern standards, but you can still feel the air-cooled pumping to their limits. And the GT2 was definitely the child of combining all the technology, experience, and the parts Porsche had, and it was a masterpiece. The GT2 was the last air-cooled Porsche that you could drive like a psychopath.
If you wanted a sports car, you could stick with the Carrera that is already good enough. If you wanted a car to flex, you could go for the Turbo Cabriolet. But if you wanted a pure driving experience with tremendous speed, there is only one answer, the GT2. These days, classic s can cost ten times more than a brand new Turbo… But not every will cost you a large house. After selling his last year and doubling his investment he now only owns three s — two s and a Bodywork can sometimes be more expensive to fix than mechanical.
The bodywork has to be spot on. You may love the colour, but when you sell it there will be fewer people who also love it. Ron relates that whatever you choose, do a pre-purchase inspection. That sort of thing. You just have to do your due diligence and check them out properly.
I bought my first in the mids, a E with a 2. Damian sold that E after more than a decade of driving pleasure and turned a profit. He knows a thing or two about buying and owning s. Porsche s need to be driven, not parked and admired. The third generation debuted in the U. Each trim is available as a Cayenne Coupe variant with a rakish roofline.
Cayennes use an eight-speed tiptronic automatic transmission rather than Porsche's PDK. The base Cayenne uses a hp 3. Today's Best Deals. Type keyword s to search. Today's Top Stories. Two Creatives on Their Journeys to Sustainability. The Terminology of Porsche Models Air-Cooled: s through the late s had air-cooled engines, which ran air over the engine oil to cool the engine rather than using a water-based radiator.
Buying Guide Porsche Cars: Cayman. This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at piano.
Advertisement - Continue Reading Below. More From Buying Guides. Presented by. For a private sale you need to know why the vehicle is for sale. We list some excellent third parties companies who specialize in late model and vintage Porsche. Many of the later cars will end up as CPO at a dealer. On cars approaching 8 years old, the recorded mileage should be approaching 80K. In fact, a Carrera with 80K miles could be in a better condition than one that has an attractively low mileage reading.
If your plans for the car include considerably less than 10K miles per year, for every year you own the car, the years to mileage average drops. Over a 5 year period, this could turn a higher mileage car into a more acceptable one and give a better return upon resale. Service intervals on the were stretched to 2 years or 20K miles. This is over generous in most peoples opinion and could well lead to low mileage cars missing most of their service intervals.
A clear pattern of servicing on higher mileage cars is essential, but on low mileage cars, timed intervals between service is the key thing to look for regardless of mileage. Every 12 months would be good practice. Before buying a , it is essential to know when the last time the system fault codes were cleared and to check the status of the emission monitors. So, after a reset, these faults may not return for a significant number of miles.
Again, this is easy for a competent repair shop to check or indeed the DIYer using a handheld scanner. Taking the engine to the red line for RPM is a good thing, but going over the red line obviously can cause damage. A gear change at red line will actually cause the revs to increase slightly momentarily — nothing bad here.
But, if you select the wrong gear, the engine revs to go way over the red line. Thankfully, Porsche engine management records many things — one of the most significant is an over-rev situation.
Data is permanently stored within the ECU showing running hours and when engine events have occurred. There are six levels of over-revs recorded ranging from the engine being red-lined through to what would be a potentially catastrophically high RPM event.
Events in the first category suggests the car has been properly exercised, but events in the higher categories could be hiding a potential life shortening engine situation. Many Porsche owners like to go to track days.
On the track, gear changes will occur right around the rpm maximum red line. These events will be recorded if they reach the lower levels of the over rev counter. Multiple recorded events in the lower over-rev categories could be a sign of how much track time the car has experienced.
Cars that have be driven on track are not bad ones. The important thing to know is how much track time the car experienced. The miles recorded on track do not reflect the normal wear and tear for an average road mile. Therefore, cars that have experienced lots of track time have, in effect, much higher mileage or wear and tear than is recorded.
With the extended service intervals, over a two year period you could drive the car 15K miles, run three hard track days in the hot summer months and not change your oil one time! Hopefully, nobody is that stupid or at least you have to hope, you are not looking at buying their used ! The design of the has the placement of the engine coolant radiators and air-conditioning condensers, low down in the front bumper. The position and open vent nature of the design, leaves them not only susceptible to stone impacts, but also to the buildup of debris and dirt stuck close to the side of the radiators.
These front ducts and debris need to be cleaned out regularly or the duct protected by an aftermarket screen. The front bumper has to be removed to reach the radiators and most owners never do it as part of regular service.
The is commonly subject to a failure of one of the front duct mounted cooling fans. This is often due to a build up of debris that destroys the fans bearings and can cause engine overheating. Take a flash light and look closely to see whether the front air intakes are full of rotting leaves and debris when you inspect the Look closely, the debris will be around the sides of the radiators.
Damaged or corroded radiators and AC condensers cannot be repaired and must be replaced. Expect to have to replace a cooling fan on a without the addition of the aftermarket screens. The PDK is an automated manual transmission. Two units matched together — a manual transmission rear section and automated dual clutch front section.
The manual transmission rear section is very solid and reliable. Most issues occur with the electronic and hydraulically controlled clutch section at the front of the transmission. Checking history on the car should also reveal any work completed on the PDK.
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