Guide: Porsche 911 3.4 Carrera (996.1)
Background
When Porsche introduced the 911 in 1964, the company gambled that a bigger, more expensive six cylinder model would offer broader market appeal than the four cylinder 356.
The decision ultimately proved inspired and the 911 remained in production for over three decades, during which time only comparatively modest changes had to be made to keep it ahead of its rivals.
Having been launched with a two-litre carb-fed motor, Porsche’s venerable air-cooled Flat 6 eventually grew to nearly 3.8-litres. By this time, turbochargers had also been incorporated for certain iterations along with twin spark ignition and the latest engine management software.
Meanwhile, the original pressed steel monocoque bodyshell was eventually fitted with an updated suspension layout, but in reality, even cars from the mid 1990s still shared much in common with their forefathers of three decades prior.
Those 30 or so years since its launch had also seen the 911 become the most dominant GT racing car ever. Additionally, it notched up many significant wins on the special stages, often against much more specialised machinery.
However, while the 911 had long-since acquired icon status, by the early 1990s the Porsche company was not in rude health; a combination of outdated models, inefficient manufacturing techniques and poor trading conditions saw the firm teeter on the edge of bankruptcy.
Although the critically acclaimed 993 instigated a tentative revival, it wasn’t until the Boxster arrived in 1996 that Porsche’s financial position really began to improve.
Conceived to replace the unpopular 968 as Porsche’s entry level model, the Boxster was Porsche’s first clean sheet production model for around two decades.
To provide greater efficiency, a common parts strategy was adopted between the Boxster and Porsche’s forthcoming 996-type 911; the two cars would share an engine, suspension components, the same front chassis and an array of exterior and interior equipment. To streamline production, Toyota were consulted and Just in Time manufacturing techniques adopted.
Unsurprisingly (and necessarily), the 996 represented the most significant revamp in the 911’s 34 year history. Unveiled at the Frankfurt Motor Show in September 1997, it featured a completely different bodyshell to the 993 plus a Flat 6 engine that was now water-cooled with dual overhead camshafts and four valves per cylinder.
Longer, wider and sleeker than before, the 996 was also a more refined proposition thanks to a bigger cockpit and smoother engine.
Initially available as a rear-wheel drive Carrera Coupe, 1998 saw Cabriolet and four-wheel drive Carrera 4 versions added to the range.
Chassis
Like the Boxster, the 996 was based around a fully galvanised steel monocoque bodyshell. While the two cars shared an almost identical front section, from the A-pillars back the 996 was completely new.
Whereas the Boxster had a 2415mm wheelbase and mid-mounted engine, the 996 had a 2350mm wheelbase and retained the 911’s trademark rear-mounted power unit.
Compared to the 993, the 996’s wheelbase was 78mm longer. Track dimensions were 50mm and 56mm wider front to rear respectively. Torsional rigidity was improved by 45%.
Overall, the 996 bodyshell was 185mm longer, 30mm wider and stood 5mm taller than the 993.
Front suspension was via MacPherson struts while the back end used a multi-link arrangement as per the 993. Lightweight alloy control arms were fitted along with coil sprung Bilstein dampers and anti-roll bars at either end.
Cross-drilled and ventilated brake discs were an upgrade over the Boxster. The discs themselves were also bigger: 318mm front (up from 298mm) and 299mm rear (up from 292mm). Four-piston Brembo aluminium monobloc calipers were fitted all round.
ABS was standard (Bosch 5.3) along with power steering.
The basic wheel offering was a 17-inch diameter five-spoke Carrera design (7-inches wide front and 9-inches wide rear).
A 64-litre fuel tank was mounted underneath the front lid, up against the bulkhead.
Engine / Gearbox
In the engine bay was an enlarged high compression version of the M96/20 engine found in the Boxster.
The M96.01 unit fitted to the 996 was bored and stroked by 10.5mm and 6mm respectively. This gave an overall displacement of 3387cc which represented a gain of 907cc compared to the 2.5-litre Boxster.
The compression ratio was increased from 11.0:1 to 11.3:1.
As a consequence, output levels rose dramatically: the 996 produced 296bhp at 6800rpm and 258lb-ft at 4600rpm. For comparison, the Boxster unit pumped out 201bhp at 6000rpm and 177lb-ft at 5000rpm.
In addition to a brand new engine block and heads (once again fashioned from aluminium alloy), the M96 motor had broken with convention compared to Porsche’s old Flat 6 power units in several regards.
Perhaps most significantly, water instead or air cooling was adopted. Although it had taken Porsche a long time to make the change, the firm were well versed in water cooling having used it in a range of road and racing cars over the years.
Other signs of progress included dual instead of single overhead camshafts and four instead of two valve cylinder heads.
Additional M96 equipment included pent-roof combustion chambers, variable valve timing (VarioCam), a dual stage intake system, dual mass flywheel and the latest Bosch Motronic M5.2 engine management with sequential fuel-injection.
Although these were referred to as dry-sump lubrication engines as per previous iterations of the 911, the M96 power unit was perhaps best described as having an ‘integrated dry-sump lubrication system’ as it used a traditional oil sump at the bottom of the engine (instead of a separate reservoir) and a scavenge pump at the non-drive end of each cylinder head served to evacuate the oil from the heads and return it to the sump.
The standard gearbox offering was a Getrag G96/00 six-speed manual transmission.
Available via the options list was a ZF 5HP19 five-speed semi-automatic Tiptronic S ‘box that offered a choice of two drive modes: ‘D’ for fully automatic shifting or ‘M’ for manual shifting via steering wheel-mounted actuator buttons.
When in ‘D’ mode, the car’s electronic software automatically selected one of five settings based on driving style and road conditions.
Bodywork
The 996 shared its glass-covered single-piece headlights, front lid, front fenders and doors with the Boxster which understandably resulted in the two models having a strong resemblance (from the front at least).
Despite this, the 996 was clearly a modern evolution of the long-standing 911 theme and shared much of the original car’s DNA.
Thanks to features such its single piece light clusters, simple cooling solutions, door windows without quarterlights and exterior mirrors fixed ahead of the side windows (instead of on the doors) designers Pinky Lai and Harm Lagaay created arguably the cleanest looking 911 yet. This was born out with a drag coefficient of 0.3 compared to 0.33 for the outgoing 993 and 0.31 for the Boxster.
Body panels were fabricated from steel with the exception of deformable plastic bumpers.
Although the accountants at Porsche fought against it on cost grounds, the 996 came with an electronic rear spoiler that automatically rose into the airflow at 75mph and descended back down at 37mph.
Interior
Inside, the 996 cabin architecture was completely new.
The bigger bodyshell meant arm, head and leg room were much-improved.
Moreover, in addition to having offered lots of extra space, the 996 cockpit was ergonomically superior to its predecessors with everything more practically laid out.
That said, the designers at Porsche were keen to retain some of the original 911’s genetic code and, to that end, a familiar five gauge layout was employed. In the centre was a large tachometer flanked to the left by a speedometer and a voltmeter. Off to the right was a combined oil temperature / fuel gauge and an oil pressure dial. Digital read outs at the base of the three main instruments provided the driver with all manner of additional information.
The rest of the switchgear was mounted on the brand new central console along with the ventilation controls and audio system.
A new style of three-spoke steering wheel was available in addition to a four-spoke design that was identical to the outgoing 993.
The seats, door panels, sidewalls, dash and rear quarters were also completely redesigned. Electric windows, electric heated mirrors, leather upholstery and air conditioning were standard for all markets. A happy by-product of the water-cooled engine was that Porsche were finally able to equip the 911 with a decent heating system.
Options
Porsche offered customers the opportunity to upgrade their 996 with a huge array of optional extras.
In addition to the standard 17-inch Turbo-style five spoke wheels, 18-inch rims in the same style were also offered. Other styles included arced SportClassic wheels in 17-inch or 18-inch diameter and the 18-inch split rim SportDesign type that would also be fitted to the subsequent GT3.
Painted wheel centres could be specified in any colour.
Performance-enhancing options included a 315bhp power kit, a sports chassis kit (30mm lower ride height with stiffer spings and dampers), a limited-slip differential, hard-backed sports seats (also available with painted backs), a short shifter and sports exhaust.
Sporty cosmetic options included an aero kit (special front bumper, side skirts and fixed rear spoiler), coloured brake calipers and wheel spacers.
To add an extra touch of luxury and personalisation inside, Porsche offered extended leather, two-tone upholstery, heated memory seats, Porsche crested headrests, draped leather, coloured seatbelts, coloured instrument faces, an electric sunroof, a choice of audio systems, an in-car telephone (or telephone preparation) and a choice of wood, aluminium or carbonfibre inserts (to include for the steering wheel, gear knob and handbrake lever).
For added practicality there was the aforementioned Tiptronic gearbox, Porsche Communication Management with GPS, Litronic headlights with clear indicator lenses and a roof rack.
Given suitably deep pockets, practically any level of customisation could be requested through Porsche’s Exclusive department.
Weight / Performance
Despite its bigger bodyshell plus the advent of radiators and all their associated plumbing, the 996 weighed in at 55kg less than a 3.8-litre 993 Carrera (1390kg as opposed to 1445kg).
Both cars had an identical 171mph top speed, but the 996 was two-tenths of a second quicker to 62mph (5.2 seconds compared to 5.4). This figure dropped to six seconds if equipped with Tiptronic S.
Cabriolet
At the Geneva Motor Show in March 1998, Porsche added a Cabriolet body style to the 996 line up.
Equipped with a power-operated roof that almost completely disappeared below a hard body-coloured panel which slid backwards when activated, the canvas top was offered in a range of colours and could be raised or lowered in just 20 seconds.
Each car came as standard with a steel hardtop complete with heated glass rear window.
Weight went up by 30kg.
Carrera 4
In July 1998, Porsche announced a new four-wheel drive variant which, as usual, was dubbed Carrera 4.
Available in both Coupe and Cabriolet body styles, this latest 4x4 variant adopted a similar viscous clutch four-wheel drive system to that employed on the 993. Between 5% and 40% of the torque was sent to the front axle depending on conditions.
The front drive mechanism resulted in smaller luggage area under the front lid which necessitated the installation of a deflated space saver-type spare wheel.
The Carrera 4 also came with Porsche Stability Management (PSM). PSM was a sophisticated anti-skid control system that oversaw the ABS (anti-lock brakes), ASR (traction control), ABD (automatic brake differential) and EBV (electronic brake-force distribution). The PSM system was programmed to recognise when the limits of adhesion had been passed by taking inputs from individual wheel speeds, acceleration and deceleration.
In the engine bay was a Type M96.02 power unit which featured updated Bosch Motronic M7.2 management with drive-by-wire throttle.
Cosmetically, a Carrera 4 script was added to the tail fascia, titanium silver brake calipers were fitted (instead of black) and different five spoke 17-inch alloy wheels were standard fitment.
Despite 55kg of extra ballast (a result of the four-wheel drive system and a reinforced bodyshell), Porsche quoted identical performance figures to the regular rear-drive Carrera.
1999 Model Year
For the 1999 model year, Porsche fitted light clusters with clear instead of amber indicator lenses which gave a more modern appearance and helped differentiate the 911 from the Boxster. Genuine Litronic gas-discharge headlights were still a cost option.
An improved side-impact protection system (POSIPS) was fitted across the board.
2000 Model Year
For the 2000 model year, Bosch Motronic M7.2 with drive-by-wire throttle was fitted to the rear-drive Carrera as well as the Carrera 4. Engine type designations were switched to M96.04.
PSM was added to the options list for the rear-drive Carrera.
During the course of the year, Porsche switched to a single instead of dual row design for the engine’s IMS bearing.
911 Millennium Edition
To celebrate the dawn of a new millennium, Porsche announced a limited edition run of Carrera 4 Coupes in December 1999.
Each of these Millennium Edition cars came with special ChromaFlair Violet paint, 18-inch Turbo alloys with a high gloss chrome-effect finish and a chromed 911 script instead of the usual Carrera 4 badge mounted on the tail fascia.
Inside was extended natural tan leather upholstery, dark burr maple inserts (steering wheel, gear lever, handbrake lever and door grab handles / armrests), aluminium gear lever and handbrake handle inserts, Porsche Communication Management with GPS and a premium digital sound system with six-disc CD shuttle.
An individually numbered plaque was located at the base of the centre console under a special 911 script.
Production was limited to 911 cars.
2001 Model Year
For the 2001 model year, Porsche added LED lights to the interior and an electronic release for the front lid and engine cover.
End of Production
Production of the first generation 996 came to an end in June 2001, by which time 109,534 examples of the Carrera and Carrera 4 had been completed.
This figure was split as follows:
Carrera Coupe: 31,688 units
Carrera Cabriolet: 23,874 units
Carrera 4 Coupe: 12,720 units
Carrera 4 Cabriolet: 9564 units
A face-lifted second generation variant was subsequently manufactured for the 2002 model year with a bigger 3.6-litre engine.
Text copyright: Supercar Nostalgia
Photo copyright: Porsche - https://www.porsche.com
