The all-new 993-series made its debut in '93. The rear suspension was completely redesigned again, with new dampers and a multi-link rear layout on the so-called Weissach rear axle, with passive steering of the rear wheels to counter oversteer. The bodyshell was 20 percent stiffer, brakes were uprated and six-speed manual transmission made its debut. The rounder, more muscular body had a longer nose and wider rear wheel arches, and a minor restyle around the circular headlights. The 3.6-litre engine, now standard, was modified for 272bhp and 243lb ft of torque, with a second-generation Bosch Motronic engine management system, hydraulic tappets, lighter valves, pistons, con rods and crankshaft and a new exhaust system. Seats were more supportive, switchgear was redesigned, though taller drivers still found the driving position a bit awkward. Yet "where once you would lift off mid-corner with trepidation in a 911, this car tucks in gently", commented Mark Gillies in Car (November 1993). "But you can minutely modulate the car's attitude through a bend via the steering wheel and throttle pedal, and hang the tail out of slower corners without any increase in the pulse rate. Traction is superb. The weight, feel and accuracy of the steering is wonderful and all the grip and handling is accompanied by a ride that verges on miraculous... it is transformed into the most complete supercar of the bunch, even if it is not the fastest."
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The Turbo returned in 1995, now with twin 'chargers and good for 408bhp. A revised Targa followed, with a similar profile to the classic Carrera coupe and an enlarged glass roof with sliding panels, and Cabriolet models were also on offer. Carrera 4S models had four-wheel drive and the Turbo's wider body, and a spartan Carrera RS joined the range. A lightweight variant, the GT2, bridged the gap between the track and road cars; this developed between 430 and 600bhp, depending on tune and application. The GT1 made its track debut in '96, and a road-going version was produced for homologation purposes. This had a 3.2-litre engine, turbocharged to give a massive 544bhp and a top speed of 192mph. Yet if this was not enough, a Turbo S (424bhp) was also produced, giving no end of choice of high-powered engines, all still air-cooled.
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But air-cooling finally had its day; the most radical development in the 911's history took place in 1997, when the first of the water-cooled models went on sale. The launch of the entry-level Boxster in 1996 saw the first iteration of a new engine, further developed for the 911; to the traditional flat-six format, the 3.4-litre, 24-valve unit in the 911 developed 300bhp, and flexibility was enhanced with variable valve timing. But yes, the engine remained in the back, and although virtually all the components were new, the Porsche philosophy was otherwise unchanged.
Of course, the move from air-cooling was considered nothing short of sacrilege by some of the Porsche faithful, but the fact remained that the 996-series was the most civilised, most usable and most sophisticated 911 yet, without losing its edge as an immensely desirable supercar. But how different was the experience? Well, even though the new water-cooled engine took the hardest edge off that metallic thrash of old, the familiar boomy rasp remained intact - blindfold one of the 911 cognoscenti and he'd know the car instantly, inside or out.
Convertible models joined the 996 coupe on sale in '98 - the year the GT1 took first and second places in its class at Le Mans - and that Porsche celebrated its 50th birthday. The century - and old millennium - was rounded off by a record-breaking lap of the 20.8-km Northern Circuit of the legendary Nurburgring - world rally champion Walter Rohl lapped in 7.56.33 minutes in a GT3, the fastest time recorded by a series-production road car on normal road tyres.
2003 911 GT3
2003 Carrera 4S Cabrio
2002 911 GT2
