Porsche 911: The 5 Most Unforgettable Models I’ve Ever Driven in 40 Years
It’s hard to wrap my head around it: I’ve been testing Porsches for over four decades, and I’ve had the privilege of getting behind the wheel of dozens of 911s. From the raw, unadulterated classics to the hyper-focused, track-ready machines of today, the 911 has undergone incredible evolution. Yet, after 40 years, it remains one of the few new cars I’d still use my own hard-earned money to buy.
I still recall my first experience with a 911 back in Australia: a white 3.0-liter Carrera with black Fuchs alloys. It was a pure, stripped-down version, no rear wing, no power steering, a five-speed manual. It was fast, certainly, but it felt flawed—especially when compared to the 944 Turbo that was available at the same price. The 944 was more powerful, easier to drive, and faster on twisty roads.
I wrote at the time: “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, if I were agonizing over how to spend my money, I’d take the 911 Carrera home.”
It wasn’t an easy decision, but the 911 captured my heart. It was a different breed of sports car—one that demanded understanding and respect, not one tailored to the needs of every driver. It was gloriously imperfect.
As the generations have changed, Porsche has managed to polish the icon without stripping away its soul. They’ve kept the 911 relevant, exciting, and engaging. And even after all these years, it continues to push the boundaries.
Here are the five Porsche 911 models that have left the most indelible mark on my automotive journey.
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Porsche 911: The 5 Most Unforgettable Models I’ve Ever Driven in 40 Years
It’s hard to wrap my head around it: I’ve been testing Porsches for over four decades, and I’ve had the privilege of getting behind the wheel of dozens of 911s. From the raw, unadulterated classics to the hyper-focused, track-ready machines of today, the 911 has undergone incredible evolution. Yet, after 40 years, it remains one of the few new cars I’d still use my own hard-earned money to buy.
I still recall my first experience with a 911 back in Australia: a white 3.0-liter Carrera with black Fuchs alloys. It was a pure, stripped-down version, no rear wing, no power steering, a five-speed manual. It was fast, certainly, but it felt flawed—especially when compared to the 944 Turbo that was available at the same price. The 944 was more powerful, easier to drive, and faster on twisty roads.
I wrote at the time: “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, if I were agonizing over how to spend my money, I’d take the 911 Carrera home.”
It wasn’t an easy decision, but the 911 captured my heart. It was a different breed of sports car—one that demanded understanding and respect, not one tailored to the needs of every driver. It was gloriously imperfect.
As the generations have changed, Porsche has managed to polish the icon without stripping away its soul. They’ve kept the 911 relevant, exciting, and engaging. And even after all these years, it continues to push the boundaries.
Here are the five Porsche 911 models that have left the most indelible mark on my automotive journey.
The Original 911 Turbo: The “Widowmaker” Legend
When I first started driving Porsches, veteran road-test journalists spoke of the original Porsche 911 Turbo (the 930) in hushed, almost reverent tones. It was legendary, not just for its performance, but for its reputation. They called it the “widowmaker,” a car that demanded respect and punished mistakes with brutal efficiency.
It took me 35 years to finally experience one myself. I got behind the wheel of one of the very first 30 production Turbos ever built, now part of Porsche’s iconic classic fleet. I was acutely aware of its fearsome reputation, so I started cautiously, feeling out the power delivery. The engine was surprisingly tractable at low RPMs, easily cruising at 45 mph in top gear. But once the tach needle swung past 3,500 rpm, the turbo lag kicked in—a noticeable surge as 0.8 bar of boost entered the intake. I expected a sledgehammer blow, but it wasn’t quite that violent.
The trick to driving this beast smoothly and quickly is to keep the 3.0-liter flat-six spinning at 4,000 rpm or higher. This keeps the turbocharger energized, effectively minimizing the delay in power delivery. Yes, the turbo lag is significant by modern standards, but it’s manageable once you adapt your driving style.
Despite its age, the original 911 Turbo remains a phenomenally fast car on the road. First gear hits 50 mph, second gear stretches to 90 mph, and third gear pulls nearly to 130 mph. This means you can decimate winding roads using just the second and third gears. While it has “only” 256 hp, it weighs just 2,513 pounds, allowing it to handle corners with agility. Half a century ago, its performance was simply otherworldly.
Key Takeaways:
Raw Power: 256 hp from a 3.0L flat-six, but massive torque delivery.
Iconic Status: Represents the ultimate analog Porsche driving experience.
Learning Curve: Requires driver skill to manage significant turbo lag.
Timeless Design: The original whale-tail design remains iconic.
The 993-Generation: The Last of the Air-Cooled Line
For Porsche purists, the 993-generation 911 is the last of the “true” 911s. It’s the 911 you drive with your knuckles grazing the dashboard, the one that reminds you of the visceral mechanical feedback that defined the model for decades. But when I first drove the 993 in 1994, it felt like the 911 of the future—a car that finally started to tame the 911’s wild side.
The classic 911 handling characteristics were still present: that distinctive front-end lift on corner entry and the rear end that could feel a bit twitchy on rougher turns. However, the 993 chassis felt much more coherent. It still felt like a 911, but within a far more predictable and forgiving envelope.
The engineering innovation that made this possible was the new rear suspension. It ditched the traditional semi-trailing arms for a modern multilink setup. This allowed for slight initial toe-out on corner entry and then controlled toe-in as cornering forces increased, while significantly reducing the camber change that had been the Achilles’ heel of the 911 since 1963.
This innovation was combined with a much-improved steering system that was 16% quicker (2.5 turns lock-to-lock), making the front end feel more decisive and responsive. Powering the 993 was a 3.6-liter flat-six that revved harder and smoother, thanks to lighter internal components and a Bosch Motronic 2.0 engine management system. A new dual exhaust added an intoxicating soundtrack to the experience.
Compared to its predecessor, the 964, the 993 was a revelation. The engineering improvements, led by Ulrich Bez, were significant. But the redesign by Harm Lagaay was equally critical. Lagaay thought the 964 was too tall at the front and too pulled down at the rear, so he corrected the exterior proportions with a cleaner, more balanced silhouette. The interior was also cleaned up, with fewer buttons in random locations. The 993 wasn’t just faster; it was more desirable, more refined, and more confidence-inspiring.
Key Takeaways:
Engineering Marvel: The last air-cooled 911 with revolutionary multilink suspension.
Aesthetically Perfect: Many purists consider the 993 the most beautiful 911 ever built.
Precision Handling: Improved steering and suspension make it easier to drive than previous generations.
Timeless Performance: Still offers a thrilling analog driving experience.
The 996-Generation: The Water-Cooled Transformation
When Porsche introduced the 996-series 911 with its water-cooled engine, it was considered heresy. To the purists, it felt like Bob Dylan trading his acoustic guitar for an electric one at the 1965 Newport Folk Festival. But in my eyes, the 996 was a hero car. It was the first clean-sheet redesign of the 911 in 34 years, and it was the 911 that saved Porsche.
The 996 was developed under the direction of Porsche R&D chief Horst Marchart. It was an incredibly clever design, not least because it shared 38% of its parts with the all-new Boxster, a mid-engine roadster designed to give dealers something else to sell when the aging 928 and 968 models were discontinued. As design boss Harm Lagaay quipped, “We did two cars for the price of one-and-a-half.”
While the media focused on the water-cooled engine and the Boxster connection, the 996’s real story was about manufacturing efficiency. In 1994, it took Porsche 130 hours to build a 993. By 1998, with the 996, that number dropped to just 60 hours. The modern 911 had arrived.
But this efficiency didn’t come at the expense of performance. The 996 was roomier, equipped with the features expected of a late-20th-century sports car, and still undeniably a 911. Most importantly, it still drove like a 911—only better. There was a new level of sophistication to how it performed, but the 996 retained that delicious tactility and urgent response that made the 911 unique.
Key Takeaways:
Modern Engineering: The first water-cooled 911 successfully revitalized the lineup.
Efficiency & Reliability: Shared components with the Boxster improved efficiency and affordability.
Performance: Still delivered exhilarating performance while offering increased comfort and usability.