That intercooler was connected – much to many enthusiasts’
dismay – to the same engine that had powered the outgoing 930 3.3. Porsche had
ploughed substantial capital into the development of the 964 platform –
claiming 85 per cent new or redesigned componentry – as well as the front engined
sports cars that Zuffenhausen proliferated in the Eighties. Plans for a bespoke
unit for the new 911 Turbo were in the offing, but production capacity for the
964 Carreras meant it was put on ice, leading to an unusual mix of new and old.
964 Turbo 1989 -
1993
At 320bhp, the car still represented the pinnacle of the 911
range, with the majority of power gains over the G-Series cars coming thanks to
a modified air intake system. Slowing the car down from its 168mph top speed
was improved thanks to the adoption of ABS, while it was the first Turbo to
benefit from power steering. The track-correcting ‘Weissach’ rear suspension
setup ensured that the 964 Turbo’s handling was a step forward, with high speed
stability improving as a result.
Of course, Porsche wasn’t happy with this ultimately
pragmatic car. 1993 finally brought about the release of a ‘new’ 964 Turbo,
complete with a bespoke 3.6-litre engine (the M64/50) turning out 360 bhp and
520 Nm of torque. Visually, not much changed apart from a 20mm lowering of the
suspension and the addition of 18 – inch split – rim Speedline wheels. However,
with the ‘ Big Red’ brake calipers making their debut as standard Tubo
equipment ( after appearing first on the original 964 Turbo S) this was,
technologically, the car the 964 Turbo should always have been. But its reign
wasn’t to last long. Released at the end of the 964’s life, Porsche was
alreased at the end of the 964’s life, Porsche was already readying another
move of the goalposts.
964 Turbo 1989 –
1993 engine
The last of the air – cooled Turbos was also one of the
finest from Zuffenhausen, with the Type 993 Turbo arriving in showrooms in 1995
as the final hurrad before water cooling. The 993’s M64/60 engine was vastly
reworked over the preceding 964 Turbo, a switck to smaller twin turbocharges
being the standout technological evolution in ensuring greater potency lower
down the rev range. 408 bhp was now the magical peak figure for the 911 Turbo,
with acceleration bordering on frenetic. Porsche realized the with 540 Nm of
torque now available, sending all the power through the rear axle would not be
wise, and so the 993 became the first Turbo to utilize four – wheel drive – a
trend that has remained on the 911 Turbo ever since.
That extra exhaust turbocharger called on even greater
cooling, and so for the first time, twin intercoolers found pride of place at
the top of what was now a very cramped engine compartment. In true Turbo
tradition, the 993 differed greatly from its Carrera counterparts in terms of
aesthetics, with a huge fixed rear spoiler ( the last such device on a 911
Turbo) sitting atop a gorgeously wide body.
996 Turbo 2000 -
2005
‘ Big Red’ brake calipers as standard followed over from the
964 Turbo, sat behind hollow five – spoke ‘Turbo Twist’ alloys. The Turbo also
sat lower to the ground than Carrera models, improving its purposeful yet
delectable stance.
As well as hosting the last air – cooled engine produced by
Porsche, the cabin of the 993 Turbo also offers a final fling of the classic
and quintessential 911 experience, with a small and steeply raked windscreen, a
shallow dashboard largely bereft of any tech, and a supremely generous helping
of leather all round.
Even by today’s standards, the 993 is far from a
disappointment to drive either: the ride is considerably refined, thanks in no
small part to its multi – link rear suspension setup, while the steering
remains perfectly weighty, with lots of feedback passed through the wheel.
Power is incredibly linear, fortifying the senses after only a split second of
lag when pushing the accelerator pedal.
