The 1998 model year was the swan song for the 993 generation, along the air-cooled engine. For some reason, Porsche skipped on the 1998 911 Turbo for the US, so we were left the Targa, Cabriolet 2 and 4, Carrera 4S, and Carrera 2S to chose from for the last of the run. All models were wore the wider body shell, supposedly because Porsche had an abundance of them they needed to use before switching to 996 production. But “abundance” doesn’t necessarily mean there were a lot destined for North America. For the most desirable Carrera S, that meant 1,292 for North America. However, there was some funny math from Porsche on these. All of them were technically manufactured in 1997, but Porsche held some of the supply back and rolled them out as 1998 models. Today’s car was built in October 1997, so it would have been considered a 1998 model year anyway, but I’m guessing this was near the end of the run.
Now as we are well over 20 years-old on these C2S examples, demand for them is high. It is totally understandable. It’s the last air-cooled naturally aspirated, manual gear box, rear-wheel drive Porsche 911. They can even sell for Turbo money if the spec is right. The thing is, just because they are in demand, doesn’t mean you shell out the money simply because they exist. This car in Texas is a perfect example why.
Back in October I took a look at a very nice 931 over in Europe for sale; one of the best examples I’ve seen on the market recently:
1979 Porsche 924 Turbo
931s are broken into two periods – Series 1 (launch in ’79 -late ’80) and Series 2 (’81-’82). Series 2 cars all had the 5-lug, 4-wheel disc upgrade that only some of the Series 1 were equipped with. Additionally, they had a revised ignition system, improved intake, higher compression pistons but a smaller turbocharger, and the transaxle was shared with the B2 Audi inline-5s. Today’s example is loaded like most and comes from the end of the first series, so it has power windows, locks, mirrors, air conditioning, rear wiper and sunroof. It also has the M471 package, which added Koni shocks, 5-bolt forged 16″ wheels, 928 calipers with 911SC vented discs, larger swap bars, a quicker steering rack, and a small-diameter four-spoke leather covered steering wheel. Outside of the wheels, these changes were mostly invisible to the eye, and generally speaking don’t make a difference in the value of the vehicle. What does is condition, and when you’re looking at a 924 Turbo you want to buy the best one that you can afford. Is this the one?
Back to our old friend, the Scirocco. I’ve mentioned in previous posts that Volkswagen’s water-cooled coupes aren’t my favorite cars in the lineup. And that’s mostly true, with one notable exception. I adore the first generation Scirocco. To me, it’s the early 911 of the water-cooled Volkswagens. Flawed, but full of style and charm. And just like the early 911s, the real treat is to find an ‘S’ model – if you can.
In all reality the Scirocco S was just an appearance package. It shared all of the basic aspects of the Scirocco, but the optional 5-speed was standard, it came with 13″ alloys, a special interior, red stripes, and a front spoiler. Doesn’t sound like much, eh? In all honesty, it wasn’t, and on top of that you only could choose from a few exterior colors. But while finding a clean and original Mk.3 GTI can be tough, finding an original S model Scirocco in good shape borders on impossible. While today’s example is a bit of a project, when you throw in a dose of the heavy-hitting name ‘Callaway’, it’s worth taking note:
The magical $20,000 mark doesn’t buy you much Porsche. Even less when you are talking about a Porsche with an engine mounted somewhere behind the seats. You have the 914 and the Boxster, and maybe an R-title automatic 996. However, now as the years pass, we have another option. I know I already ruined the surprise, but the 987 Cayman is suddenly under the $20,000 and there are lots of them. Granted, a lot of them are the not-so powerful base Cayman with the 2.7L, but to my surprise, this is a Cayman S!
You don’t have to cast a very wide net to get a needy Porsche 924. Heck, you don’t need to cast a wide net to get a pristine 924, either! That fact alone makes the requisition of a 924 in need of restoration not only financially irresponsible, but downright ludicrous. But there are reasons which sometimes defy common sense and logic.
Now, if you wanted to grab a tired 924 that would be special, there are plenty to choose from. A few years ago there was a ’88 Special Edition near me for a song. I still regret not going to check it out. But any late 924S offers a budget sports car with a special badge, and the 944 crossover parts mean it’s easy to keep them going. Moving to the early chassis, there are of course Turbo models that are popular, but also a plethora of special editions – the Sebring, the Martini and the Limited Edition being the most notable here.
Today’s car is none of those models. But if anything it’s much more rare, and that’s why it’s worth a closer look. That’s because this car has the very rare M471 Sport Group Package. While often associated with the Turbo, it was also available but seldom chosen on the naturally aspirated model. The M471 package came with 5-bolt hubs, Turbo 4-wheel disc brakes, 15″ ATS mesh wheels, Koni sport shocks, Euro Turbo 23/14mm sway bars, and the Turbo rear spoiler. Early models also came with a special “S” decal on the hood. With only a claimed 100 imported, it’s one of the most rare configurations of the 924:
I sometimes feel I am neglectful of the Porsche Cayman. I write almost exclusively about Porsches and it turns out equally exclusively about the 911. This is by choice, not necessarily by design. The Cayman is (in relative terms) the new kid on the block for Porsche so it doesn’t always possess the sort of historicity that remains rooted in my brain. In simpler terms: these were not the Porsches that captivated me as a kid; not the Porsches that I saw on posters and dreamed about. All of this may be to my loss.
The Cayman is a fantastic car possessing inherently better dynamic balance than its much more well known sibling, the 911. Porsche has been oft criticized for holding the Cayman back, portrayed as fearful that it would overtake their beloved 911, but that doesn’t make the Cayman a family sedan. Impeccable balance, impeccable feel, and still plenty of power for everyday use characterize the chassis. In S specification with a 6-speed manual transmission you’re getting nearly 300 horses propelling a car weighing just over 3,000 pounds. That’s good for 0-60 in around 5 seconds and should you so desire you’ll top out north of 170 mph – not too shabby. There really is a lot to love with these cars and here we have one that comes from the very beginning: an Indischrot 2006 Porsche Cayman S with Sand Beige leather interior and just 31,000 miles on it.
Where does the 944 Turbo lie in the collector market? That’s a fantastic question. For such a limited model produced over a relatively short span of time, there’s an amazing array of models and changes that occurred over the run that alter the car’s perception, the car’s performance, and – most importantly – the car’s value.
Starting in 1985, the “951” took the idea which had been pioneer with the 924 Turbo and Carrera GT/GTS/GTR and brought it to a much larger audience in a much easier to digest package. Every successive model year saw some changes, from the addition of anti-lock braking in 1987 to the upgraded “S” package in 1988, replete with Cup-inspired Koni suspension and turned-up engine performance for near 250 horsepower. This package carried over, largely unchanged minus the deletion of the S designation, for the entire 1989 model year in the U.S.. Of course, the power, performance and package of the 944 Turbo immediately brings it into comparison with the other two revolutionary small displacement sports cars of the time; the BMW M3 and the Audi Quattro. Each had their own unique character, each has their heavily devoted, mind-can’t-be-changed-that-they-were-the-best-ever fact sheets, and each has their flaws. So how to they stack up in the market today?
Following up on Rob’s “presence” post about the 928, here we have the embodiment of presence and speed in the 944 Turbo S. But we have much more than that, too, in this particular example.
As I talked about at length in the last 1988 Turbo S post, there was a lot that made this car more special than the regular Turbo – and, arguably, more special than the 911, too. But the market on 944 Turbos has been all over the map, with nice examples struggling to break $10,000 at times and excellent examples three to four times that. So where does this Turbo S lie?
Well, we have a great combination of factors that make it quite desirable. First, it’s one of the S models. Second, it’s a claimed one owner car that appears to be close to 100% original. Third, it’s got very low mileage, with only 37,700 accrued. But the coup de grâce that beheads the typical unrealistic asks in the Porsche world is that this is a no reserve auction. Rarely do we get to see all of these things combine and get a real feel for the market.
Porsche is famous for launching a special edition just about every six minutes, and in the late 1980s they launched quite a few for 1988. First off, they created a special edition of the 944 Turbo. The new option M758 “Turbo S” included a new turbocharger with redesigned vanes and a remapped DME which increased boost to a max of 1.82 bar. The resulting M44/52 had 30 more horsepower and 15 lb.ft torque to a max of 247 and 258, respectively. But the “S” package was far more than just more boost, as the cooling system was revised, the clutch and transmission were beefed up with hardened first and second gears.
Brakes were borrowed from the 928 S4 and now measured 12″ in front with four piston aluminum calipers. Wheels were Club Sport 16″ forged, polished and anodized units measuring 7 inches in front and 9 in the rear. Suspension was also beefed up with the M030 package; this included adjustable rebound Koni shocks and adjustable perch coilovers in front. Limited slip differentials (Code 220) were not standard, but a must-select option.
Within the already limited edition S (of which about 1,900 were shipped to the US), there was another special edition. The “Silver Rose” launch cars took all of the special aspects of the M758 S package and added a unique color (Silver Rose Metallic, LM3Z) and a very unique Burgundy Studio Check interior. Outside of the Turbo Cup cars, these very limited original models have become the most desirable of the 944 Turbos:
I paid a visit to the local Porsche dealer over the long weekend to check out the wares, specifically the Macan S. As great as the PDK transmission is, I would still prefer the Macan with a 6-speed manual gearbox. Given that is not on the option list, it has fallen down a few notches on the list of potentials for my second vehicle. One car that was available for a time with a manual gearbox of which few are aware is the Panamera. After it first debuted, certain rear-drive models, including this Panamera S for sale on the western border of Germany near Saarbrücken were available with a 6-speed manual. Few, if any, Panameras made it to the US with three pedals. I personally have yet to come across one. Even still, in Europe, these big sedans so equipped are rare.