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40 Years Behind the Wheel: My Top 5 Most Memorable Porsche 911s For four decades, I’ve been fortunate enough to test Porsches. From the raw, analog days of the late 1970s to the hyper-focused, aerodynamic marvels of today, the Porsche 911 has been a constant companion. It’s a journey that began, like so many, with a white 3.0-liter Carrera sporting black Fuchs alloys. It lacked power steering and rear wing, requiring precision but offering something intoxicating in return. Even when compared to a 944 Turbo, which offered brute force with less effort, the 911 resonated on a different level. It demanded understanding and respect—a beautiful imperfection that drew me in. Through countless iterations, the 911 has evolved, shedding its rough edges without sacrificing its soul. It remains one of the few new cars I’d still choose to spend my own money on. Over 40 years, countless laps, and endless conversations with engineers, drivers, and purists, certain models stand out. Here are the five Porsche 911s that have left the deepest impression on me. The Original 911 Turbo (930) Long before I had the chance to drive one, veteran road testers spoke of the original Porsche 911 Turbo in hushed, reverent tones. They warned of a Porsche 911 Turbo, a machine that demanded unwavering focus. In a standard 911, understeer at turn-in is followed by a predictable push at the apex. But with the turbo engaged, the balance shifted violently. It was a car that punished carelessness, a legend whispered about in garages and workshops—some called it the “widowmaker.” It took me 35 years to finally get behind the wheel of a production Turbo, a rare gem from Porsche’s classic fleet. Aware of its fearsome reputation, I approached it with extreme caution, easing onto the throttle and feeling the boost build, mapping the power delivery mentally. The engine was surprisingly tractable at low RPMs, pulling smoothly from 2,000 rpm. But when the tach climbed past 3,500 rpm, the turbo lag became undeniable. A surge of 0.8 bar of boost hit the induction system, yet the brutal, shoulder-jarring hit I expected never materialized. The secret to smooth progress in the original 930 Turbo is to keep the 3.0-liter flat-six spinning above 4,000 rpm. This keeps the turbo spooled and ready. Yes, Porsche Turbo boost response is slow by modern standards, but it’s manageable. Even today, this 911 is impressively fast on a winding road. First gear hits 50 mph in a blink, second reaches 90 mph, and third clears 130 mph—enough to destroy most two-lane backroads with only two gears. And while it may only have 256 horsepower, its 2,513-pound curb weight ensures it dances through corners. Half a century ago, its performance was literally otherworldly. It’s the classic Porsche that defined a generation. The 993-Generation Porsche 911 For Porsche purists, the 993 is the last of the true 911s. It’s the modern classic Porsche you drive with your knuckles brushing the dashboard, the raw mechanical air-cooled flat-six soundtrack echoing behind you. Yet, back in 1994 when I first drove it, the 993 was the very definition of the future. This was the 911 that challenged Newton’s laws, the first to sidle up to physics and ask, “Are you sure about that?” While the 993 still possessed the classic 911 front end—the one that demands loading on corner entry to hit that perfect apex—and the rear end still danced through rough turns, the connection between front and rear was vastly improved. The 993 911 still did 911 things, but with a much wider margin for error. The breakthrough was a new rear suspension. The traditional semi-trailing arms were replaced by a multilink rear suspension. This design allowed for minimal initial toe-out on corner entry, followed by progressive toe-in as cornering forces increased, all while mitigating the camber changes that had plagued 911s since 1963. Coupled with steering that was 16% quicker (2.5 turns lock-to-lock) and made the front end feel incredibly decisive, the 993 Carrera 2 felt modern. A new six-speed manual transmission perfectly utilized the 3.6-liter flat-six, which delivered its 268 hp peak at 6,100 rpm thanks to lighter internals, Bosch Motronic 2.0 engine management, and a new dual-exhaust system. Compared to its predecessor, the 993 generation 911, the 993 was a revolution. Under Ulrich Bez (later CEO of Aston Martin), engineering was refined. Design chief Harm Lagaay’s exterior redesign corrected visual issues he perceived in the 964—a car he felt was too tall at the front and tucked in too much at the rear. The interior was cleaner, too, with fewer buttons scattered randomly. The 993 was faster, more forgiving, and, crucially, more desirable than anything that came before it. It remains the last air-cooled 911 and a benchmark for automotive design. The 996-Generation Porsche 911 At the time, it was sacrilege. Porsche’s decision to put a water-cooled flat-six in the tail of the 996-series 911 was, to the purists, the equivalent of Bob Dylan abandoning his acoustic guitar for a Fender Stratocaster at the 1965 Newport Folk Festival. But the 996—the first clean-sheet redesign of Porsche’s indefatigable sports car in 34 years—was a hero car to me. The 996 saved Porsche. Engineered under the direction of Porsche R&D chief Horst Marchart, the 996 was a brilliant compromise. It shared 38 percent of its components with an all-new, less expensive mid-engine roadster the world would come to know as the Boxster. Visionary Porsche boss Wendelin Wiedeking understood the necessity of the Porsche 911 Boxster partnership to keep dealerships stocked when the aging 928 and 968 models were discontinued. “We did two cars for the price of one and a half,” design boss Lagaay later noted with a smile after the unveiling. While media focus centered on the relationship with the Boxster and the revolutionary water-cooling, the 996’s real importance ran much deeper. In 1994, building a 993-series 911 took 130 hours; the 996 took just 60 hours. The modern Porsche 911 had arrived: roomier and equipped with all the features expected of a late 20th-century sports car, yet still recognizably an icon. Most importantly, it still drove like a 911. Only better. There was a new veneer of sophistication to its operation, but the 996 retained the delicious tactility and urgent response that made the 911 unique. It, along with the original Boxster, saved Porsche from extinction—a modern sports car legacy that deserves respect. The 991.2-Generation Porsche 911 Carrera Of all the 911s I’ve ever driven, it was a base 991.2 Carrera that truly stole my heart. And it stole everyone else’s, too. Judging from the feedback I received from colleagues who drove it, most press fleets are typically stacked with high-spec vehicles loaded with options, presumably because automotive PRs think we’re impressed by such things. So Porsche Cars North America’s decision to include a base 911 Carrera among the roster of new 991.2 models for our 2017 MotorTrend Car of the Year testing seemed bold. In truth, it was inspired. The 991.2 introduced a new 3.4-liter turbocharged engine, available with 370 hp in the base Carrera or 420 hp in the Carrera S. Even in base trim, the engine delivered a broad torque curve and impressive efficiency. This Carrera also proved that even on the base wheel/tire combination, the chassis was staggeringly communicative and adjustable. Visually, the 991.2 was a subtle refresh of the larger, skillfully reproportioned 991.1, a superbly executed interpretation of classic 911 themes that felt both modern and beautiful. The interior featured a new infotainment interface that looked great and performed well. Porsche’s PDK dual-clutch automatic transmission remains a benchmark for smooth, precise shifts. But the seven-speed manual on the no-frills Carrera delighted with an oily, rifle-bolt action that reignited the love of driving. MotorTrend’s testing director, Kim Reynolds, summed up the Carrera’s