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Four Decades Behind the Wheel: The 5 Porsches That Changed Everything Forty years. Four decades. It’s a hard number to wrap my head around when I think about my journey with the Porsche 911. In that time, I’ve been behind the wheel of dozens of these machines, each one representing a different chapter in the ongoing evolution of Stuttgart’s undisputed icon. From the raw, unfiltered thrill of early air-cooled models to the razor-sharp precision of modern track weapons, the 911 has consistently defied expectations, staying relevant, exciting, and deeply engaging even as the automotive world has undergone seismic shifts. It’s a rare thing for a new car to still command such enthusiasm after so many years, but the 911 remains one of the few that I would genuinely spend my own hard-earned dollars on. Looking back, I can clearly identify five models that have left an indelible mark on my memory, each representing a unique moment in time and a distinct character that defines the essence of the 911. The Original: 1975 Porsche 911 Turbo Before I even drove it, the original 911 Turbo was the stuff of legend in road-testing circles. The old guard spoke in hushed tones, describing a machine that demanded absolute respect, a beast that punished even the slightest indiscretion. With its on-off boost delivery, the 911 Turbo was notorious for its challenging handling characteristics, essentially forcing drivers to live on a knife-edge between corner-entry understeer and corner-exit oversteer. Mistakes were not forgiven, and sloppiness simply wasn’t tolerated. It was, they said, a widowmaker. For 35 long years, I only knew the stories. It wasn’t until I finally got my hands on one of the earliest production Turbos—a rare gem from Porsche’s own classic collection—that I could verify the truth of these tales. Aware of its fearsome reputation, I approached the car with extreme caution initially. I cautiously played with the throttle, monitoring the tachometer and getting a feel for the boost characteristics, trying to build a mental map of how the power and torque curves interacted. To my surprise, the engine was remarkably tractable. Driving at lower speeds, the 3.0-liter flat-six was happy to potter along at 2,000 rpm in top gear, keeping the 911 Turbo cruising effortlessly at around 45 mph. But once the engine hit the 3,500-rpm mark, there was a definite surge in acceleration as the turbocharger stuffed 0.8 bar of boost into the intake system. However, the terrifying sledgehammer blow between the shoulder blades that I had been expecting simply wasn’t there. I quickly discovered the trick to smooth and rapid progress in the original 911 Turbo: keep the engine revving above 4,000 rpm to keep the turbocharger energized. Yes, there is noticeable turbo lag by modern standards, but it’s completely manageable. This car may be more than 50 years old, but it remains impressively fast even today. First gear pulls to 50 mph, second to 90 mph, and third to almost 130 mph. This means that most winding roads can be conquered using only second and third gear. While it might only produce 256 hp, its weight of just 2,513 pounds ensures it corners with precision and agility. Half a century ago, these performance figures would have been considered otherworldly. The Last of the Line: 1994 Porsche 911 (993) For those Porsche purists who hold the original air-cooled flat-six engine sacred, the 993-generation 911 is often considered the last true descendant of the original formula. It’s the Porsche that defined a generation, the one that still offers that raw, visceral connection between driver and machine—the tactile feel of the transmission linkages and the aggressive, metallic snarl of the engine just behind your head. But back when I first drove it in 1994, the 993 represented the pinnacle of 911 evolution, a car that dared to challenge the established laws of physics in the name of progress. While the 993 retained the classic 911 trait of needing to be precisely loaded on corner entry to ensure the front end bit and hit the apex, and the rear still displayed a playful tendency to dance through rougher turns, there was a new level of synergy between the front and rear axles. The 993 still felt fundamentally like a 911, but it now operated with a much wider margin of error, making it more composed, stable, and ultimately, faster. The most significant technical advancement was the adoption of a completely new rear suspension system. Gone were the semi-trailing arms that had characterized the 911 since its inception. In their place was a sophisticated multilink setup that provided subtle initial toe-out on corner entry, followed by progressive toe-in as lateral forces increased. This not only improved cornering stability but also significantly reduced the camber change that had long been the Achilles’ heel of the 911. This innovation was combined with a revised steering system that was noticeably quicker, with a lock-to-lock ratio of just 2.5 turns, making the front end feel far more responsive and decisive. The 993 also featured a new six-speed manual transmission, which perfectly exploited the increased performance of the 3.6-liter flat-six. Thanks to lighter internal components, Bosch Motronic 2.0 engine management, and a new dual-exhaust system, the engine pulled harder to its 268-hp power peak at 6,100 rpm. Compared to the 964 model it replaced, the 993 was a revelation, and this wasn’t just due to the engineering advancements led by Ulrich Bez (who would later head Aston Martin). The exterior redesign, overseen by design chief Harm Lagaay, corrected what he perceived as visual flaws in the 964, which he felt was too tall at the front and too low at the rear. The interior also received a significant overhaul, featuring a cleaner layout with fewer buttons scattered randomly across the dash. The 993 was a 911 that was faster and more forgiving than ever before. And most importantly, it was far more desirable as a result. The Unlikely Hero: 1996 Porsche 911 (996) At the time of its release, the decision to install a water-cooled flat-six in the tail of the 996-series 911 was widely viewed as heresy. For Porsche aficionados, it was the automotive equivalent of Bob Dylan ditching his acoustic guitar for an electric Stratocaster at the 1965 Newport Folk Festival—a radical departure that alienated the loyalists. But despite the controversy, the 996 was far more than just a technological shift; it was the 911 that saved Porsche. Engineered and developed under the direction of Porsche R&D chief Horst Marchart, the 996 was a masterstroke of technical ingenuity, not least because it shared 38 percent of its components with the all-new, mid-engine roadster that the world would soon know as the Boxster. Iconoclastic Porsche boss Wendelin Wiedeking understood that the Boxster was essential to provide dealers with a new model to sell once the aging 928 and 968 lines were discontinued. As design chief Lagaay put it with a wry smile after the company unveiled the 996, “We did two cars for the price of one-and-a-half.” But while much of the media attention focused on the car’s relationship with the Boxster and the introduction of water cooling, the true significance of the 996 ran much deeper. In 1994, it took Porsche 130 hours to build a 993-series 911. By 1996, the production time for a 996 had been slashed to just 60 hours. The modern 911 had arrived, offering more interior space, modern amenities, and the convenience expected of a late 20th-century sports car, all while remaining unmistakably Porsche. Most importantly, it still drove like a 911—only better. There was a new veneer of sophistication to the way it went about its business, but the 996 retained that delicious tactility and urgent response that had long defined the 911 as a sports car like no other. Together with the original Boxster, it successfully pulled Porsche back from the brink of financial ruin. The Heart-Stealer: 2017 Porsche 911 Carrera (991.2) Out of all the Porsche 911s I’ve ever driven, it was a base-model 991.2 Carrera that truly stole my heart. Looking back at the reviews and the feedback from colleagues who drove it, it’s clear that it captured everyone’s imagination. Press fleets are usually packed with high-spec vehicles loaded with every optional extra, presumably because automotive PR teams believe that we journalists are easily impressed by such things. So, Porsche Cars North America’s decision to include a base 911 Carrera among the roster of 991.2 models available for our 2017 MotorTrend Car