10 Years of Evolution: My Favorite Porsche 911s Behind the Wheel
It’s hard to believe it’s been a decade since I first started reviewing Porsche cars for MotorTrend, and even longer since my first actual test drive. My journey began with the Porsche 911, specifically a white 3.0-liter Carrera. It lacked power steering, had narrow body lines, and a five-speed manual transmission. At the time, it cost the same as a 944 Turbo in my home country of Australia—a car that outperformed it in virtually every metric. Yet, I couldn’t shake the feeling that something special was happening when I got behind the wheel of that Carrera.
In my notes, I wrote, “After two days and 600 miles, I’m certain. I know the 944 Turbo is the better car. But I also know that if it came to the crunch, that if it were me agonizing over how to spend my money, I’d take the 911 Carrera home.” The 944 was more competent, smoother, and easier to drive, especially at high speeds. But the 911 offered a raw, unrefined experience that no amount of power could replicate. It demanded respect and understanding, traits that have only become more valuable as modern cars have become increasingly computerized.
Over the past decade, I’ve driven dozens of Porsche 911 models, each one pushing the boundaries of what a sports car can be. From the air-cooled air-cooled purity of the 993 to the high-tech madness of the 992 GT3 RS, the 911 has consistently redefined itself while maintaining its core identity. But even with all the advancements, there are still a few models that stand out for their emotional impact and driver engagement.
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10 Years of Evolution: My Favorite Porsche 911s Behind the Wheel
It’s hard to believe it’s been a decade since I first started reviewing Porsche cars for MotorTrend, and even longer since my first actual test drive. My journey began with the Porsche 911, specifically a white 3.0-liter Carrera. It lacked power steering, had narrow body lines, and a five-speed manual transmission. At the time, it cost the same as a 944 Turbo in my home country of Australia—a car that outperformed it in virtually every metric. Yet, I couldn’t shake the feeling that something special was happening when I got behind the wheel of that Carrera.
In my notes, I wrote, “After two days and 600 miles, I’m certain. I know the 944 Turbo is the better car. But I also know that if it came to the crunch, that if it were me agonizing over how to spend my money, I’d take the 911 Carrera home.” The 944 was more competent, smoother, and easier to drive, especially at high speeds. But the 911 offered a raw, unrefined experience that no amount of power could replicate. It demanded respect and understanding, traits that have only become more valuable as modern cars have become increasingly computerized.
Over the past decade, I’ve driven dozens of Porsche 911 models, each one pushing the boundaries of what a sports car can be. From the air-cooled air-cooled purity of the 993 to the high-tech madness of the 992 GT3 RS, the 911 has consistently redefined itself while maintaining its core identity. But even with all the advancements, there are still a few models that stand out for their emotional impact and driver engagement.
Here are the top 5 Porsche 911s that have left the deepest impression on me over the past 10 years, and why the original 911 Turbo still holds a special place in my heart.
The Original 911 Turbo: A Widowmaker for True Enthusiasts
When I was testing the early 911 Carreras, the original 911 Turbo was the stuff of legend—a car spoken of in hushed tones by veteran road-test journalists. They called it a “widowmaker,” a car that demanded respect and punished mistakes. The 3.0-liter engine, blessed with a single turbo, had a notorious “binary boost” system. If you weren’t careful with the throttle, the car would suddenly lurch forward as if hit by a sledgehammer, often leading to oversteer or a complete loss of control.
It took me until 2014 to actually get behind the wheel of an original 911 Turbo. It was one of the first 30 built and now sits in Porsche’s private collection. With such a legendary reputation, I approached it with caution. At first, I was careful, slowly building up speed and listening to the engine. The 3.0-liter engine was surprisingly tractable for its age, humming along happily at 2,000 rpm in top gear. But once the revs hit 3,500 rpm, the turbo kicked in, and that surge of acceleration I’d heard about finally arrived.
There wasn’t a dramatic, violent hit, but rather a smooth, powerful pull that pushed me back in my seat. Keeping the engine spinning above 4,000 rpm was key to a smooth drive. There’s a noticeable turbo lag by modern standards, but it’s manageable. The original 911 Turbo is surprisingly fast, even today. First gear tops out at 50 mph, second at 90 mph, and third nearly hits 130 mph, meaning you can tear up most two-lane roads using only second and third gears. While its 256 horsepower seems modest by today’s standards, the car weighs just 2,513 pounds, making it incredibly nimble in corners. It’s a reminder that raw power isn’t everything—engineering, weight distribution, and driver skill are what truly define a sports car.
The 993-Generation Porsche 911: The Peak of Air-Cooled Engineering
For Porsche purists, the 993-generation 911 is the last of its kind—the ultimate expression of the air-cooled flat-six engine. Back in 1994, when I first drove it, the 993 felt like the 911 of the future. It still had the classic, demanding frontend that required commitment in corners, and the rear still had a lively, unpredictable feel on rough surfaces. But unlike its predecessors, the 993 felt more balanced and forgiving. It was still a 911 at its core, but with a level of sophistication that made it easier to drive fast and pushed the boundaries of what was possible with air cooling.
The revolutionary feature of the 993 was its new rear suspension. Porsche swapped the old semi-trailing arms for a multilink setup. This system allowed for slight initial toe-out when turning in and progressive toe-in as lateral loads increased, all while significantly reducing camber change. This solved one of the 911’s oldest engineering challenges.
Combined with a quicker steering ratio (2.5 turns lock-to-lock) and a new six-speed manual transmission, the 993 was a revelation. The 3.6-liter flat-six was lighter, smarter, and responded with a satisfying snarl. Externally, Harm Lagaay’s design team refined the 964’s awkward proportions, creating a sleeker and more visually appealing car. Inside, the cabin was cleaner, with buttons placed in more logical locations. The 993 was faster, more forgiving, and more desirable than ever, proving that Porsche could evolve its iconic design without sacrificing its soul.
The 996-Generation Porsche 911: The Right Car at the Right Time
The launch of the 996-series 911 with its water-cooled engine was heresy to many at the time. It was the automotive equivalent of Bob Dylan trading his acoustic guitar for an electric one at the 1965 Newport Folk Festival. But in my opinion, the 996 was a hero car; it was the 911 that saved Porsche.
Engineered under the direction of Horst Marchart, the 996 was incredibly clever. It shared 38% of its parts with the all-new, mid-engine Boxster, giving dealers something new to sell when the aging 928 and 968 models were discontinued. Porsche boss Wendelin Weideking knew the Boxster was crucial for survival. As design chief Harm Lagaay put it with a smile after the unveiling, “We built two cars for the price of one-and-a-half.”
While the media focus was on the water-cooled engine and its Boxster connection, the 996’s true legacy ran deeper. In 1994, building a 993 took about 130 hours. The 996 took just 60 hours to assemble. The modern 911 had arrived. It was roomier, equipped with the creature comforts expected in the late 20th century, yet still unmistakably a 911. And most importantly, it still drove like a 911—only better. The 996 retained the delicious tactility and urgent response that defined the 911, while offering the efficiency and durability needed for Porsche to survive. Along with the original Boxster, it secured the company’s future in a rapidly changing automotive landscape.
The 991.2-Generation Porsche 911 Carrera: The Everyday Legend
Of all the 911 models I’ve driven, the base 991.2 Carrera truly stole my heart. It wasn’t the fastest, the most powerful, or the most extravagant, but it was the most satisfying. This was validated by my colleagues at MotorTrend at the time, who were equally impressed.
Most press fleets are stocked with high-spec vehicles, loaded with options that PR departments think we’ll be impressed by. So, when Porsche North America decided to include a base 911 Carrera among the 991.2 models for our 2017 Car of the Year testing, it seemed like a risky move. In reality, it was inspired.
The 991.2 introduced a new 3.4-liter turbocharged engine, producing 370 hp in the base model and 420 hp in the Carrera S. Even in its base trim, the engine delivered a wide torque band and impressive efficiency. What amazed me most, though, was the chassis. Even on standard wheels and tires, it was staggeringly communicative and adjustable. The 991.2 was a subtle refinement of the larger, skillfully proportioned 991.1, executed with a modern and beautiful interpretation of classic 911 themes. The new infotainment system looked great and worked smoothly.
Porsche’s PDK dual-clutch automatic transmission remains a benchmark for precision and smoothness. But the seven-speed manual in the base Carrera was a delight. It had a slick, rifle-bolt action that made us all fall in love with driving again. Our testing director at the time, Kim Reynolds, summed