Ah, the GT3 RS. Push a road-going 911 towards its logical conclusion in terms of power and lightness and this is more or less what you get. And here we have one of the later versions with its 3.8 liter flat-6 delivering 450 hp to the rear wheels via a 6-speed manual transmission. Ever since they were first introduced for the 996 I have always loved these and they follow in a long line of RS variants that have consistently been some of the most sought after 911s Porsche has produced. While previous RS variants focused largely on the combination of power and lightness, the GT3 RS began to add significant aerodynamic aids to help deliver all that power effectively and keep the car glued to the road through even the quickest turns. The RS has long been a way for Porsche to provide its customers with a car that pushes road car limits while also meeting the homologation requirements that have enabled the marque to continue its long history of racing success. Of course, those cars we see thundering down the Mulsanne straight at Le Mans differ markedly from any road car Porsche produces, but that’s why the RS has always been so coveted. It strives for similar racing ideals, while retaining the comforts and conveniences that have always made the 911 such a wonderful road car.
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We might look at this dark blue metallic 3.2 Carrera and think that it’s a standard color that we would come across fairly often. After all, Porsche did offer a variety of shades of blue, canvassing most of the spectrum, during the 3.2 Carrera’s production run, and these days dark blue is a pretty common color to come across from any marque. Yet, I sit here trying to think of the last time I actually came across a classic 911 in a color like this. This particular blue happens to be paint-to-sample so by definition it is a little more rare, but even among the standard colors offered at the time there do not seem to be a lot of these early 911s in this sort of color. All of this to say that I really like this one. There are things I would change: I could do without the yellow lens on the fog lights and I always prefer a whale tail on a Carrera Coupe – and since this has the front spoiler already the tail would balance things out nicely. In a perfect world I’d prefer a different interior shade as well. Still, this is a striking exterior color that is eye catching without being flashy and, as always, a reminder of the excellent variety Porsche has long made available for buyers desiring a particular color that might sit slightly outside the norm.
CLICK FOR DETAILS: 1988 Porsche 911 Carrera Coupe on eBay
We have many fans of the 964 around here and it is certainly a nice time to be a fan of these cars. As values of the 3.2 Carrera have risen, the value of a standard 964 has remained fairly constant. Granted, many of the model variants like the RS America, the wide-body Carrera 4, and especially the 3.6 Turbo and Turbo S, have shown tremendous increases in value, but for a basic Carrera 2 or early Carrera 4 there’s a lot of good car to be had for the money. The 964 itself was a hallmark for Porsche as it represented the first significant redesign of what had become an icon of automobile design. Still, there is no mistaking that the new design was anything other than a 911 as all of the basic cues were retained. As the days continue to get warmer then why not enjoy some open-top motoring in a 964: here we have a Stone Grey Metallic 1990 Porsche 911 Carrera Cabriolet, located in Arizona, with Grey leather interior and 85,000 miles on it.
CLICK FOR DETAILS: 1990 Porsche 911 Carrera Cabriolet on eBay
The rebirth of the S provided some renewed invigoration to the 911 lineup, ironically just as the days of the 911’s air-cooled engine were coming to a close. It had been nearly 20 years since an S badged 911 had rolled out of the factory and Porsche chose during the initial re-entry into the market to offer it only as a Carrera 4. These cars were quickly dubbed the “Turbo-look” as they shared the wider rear body and braking of the Turbo, but retained the standard 993’s naturally aspirated 3.6 liter flat-6. A year later a Carrera 2S would hit showrooms, providing customers an abundance of choice when choosing their 911. At that point you could get just about whatever configuration you wanted. Here we will look at an example of each of the S models, which share some significant similarities outside of that basic model designation, though with one significant difference between them. Similar color, similar mileage and they appear to be in similar condition. We’ll start with the Carrera S:
CLICK FOR DETAILS: 1997 Porsche 911 Carrera S on eBay
The Porsche 996 is arguably the best deal going in the rear-engined Porsche world. I say arguably because there are many who utterly detest the water-cooled replacement for the venerable air-cooled 911. On top of the revision in power, the 996 power unit has come under scrutiny for potential failure of the intermediate shaft bearing. But let’s be honest for a second; Porsches are expensive cars that can be very expensive to maintain, regardless of chassis and configuration. And in terms of driving experience, the 996 was quite fun. It was not the fastest or wildest version of the 911, but in two-wheel drive Carrera form it was great fun. I was lucky enough to drive a brand new 40th Anniversary Carrera around a race track, and though it was certainly a road-biased machine, the brakes, suspension, transmission and importantly engine and soundtrack were a stirring experience. Add some real track-dedicated modifications to one, then, and it should be a great dual-purpose weapon: