Tim Pitt By Tim Pitt 3 days ago

Porsche 993 Carrera expert buyer’s guide

Thinking of buying a Porsche 993 Carrera? Start with our comprehensive 9WERKS guide, including expert advice from Wrightune and Philip Raby Specialist Cars

Why should you buy one?

The final evolution of the air-cooled Porsche 911, the 993 Carrera boasts understated beauty, peerless build quality and a driving experience that combines modernity with old-school charm. Strong retained values should keep ownership costs in check, too. 

Porsche 993 Carrera: the key facts

After the original 0 and A-J series cars (built between 1963 and 1989), followed by the 964 (1989-1993), this was the third and final act for the air-cooled 911 – and it bowed out in some style. 

The 993 was penned by British designer Tony Hatter, who softened the iconic 911 silhouette with raked-back headlights and smoother, more fulsome curves. Every panel apart from the roof and bonnet was new, aerodynamics were improved and the body shell was 20 percent stiffer.

Those muscular haunches weren’t purely about aesthetics, either; a wider track was needed to accommodate the 993’s new multi-link LSA (Lightweight, Stable, Agile) rear suspension. An evolution of a design used in the stillborn four-door 989 – itself derived from the ‘Weissach axle’ in the 928 – it boosted traction and stability, making the 911 a less intimidating car to drive. 

Launched in 1993, the 993 Carrera used a development of the 3,600cc ‘M64’ flat-six, with Bosch Motronic 2.1 engine management and chain-driven cams operating its two valves per cylinder. A stronger crankshaft, lighter pistons and connecting rods, improved lubrication and better breathing resulted in 272hp at 6,000rpm. With a kerb weight of 1,370kg (a surprising 50kg heavier than its 996 Carrera successor) the 993 could clock 62mph in 5.6 seconds and a top speed of 168mph.

Porsche also added an extra ratio to the G50 manual gearbox, now with six speeds and a double cone synchromesh for smoother shifts. Alternatively, 993 Carrera buyers could opt for a revised version of the four-speed (A50) Tiptronic auto, which had buttons on the steering wheel for manual control. 

While the 993 looked fresh from the outside, the trad-911 interior – with its upright windscreen, floor-hinged pedals and dials partially obscured by the steering wheel – was far more familiar. Yet what it lacked in ergonomics, it made up for in built-to-last quality – a marked contrast to the plasticky, built-to-a-budget 996.

In five years on sale, the entry-level 993 would diversify into the four-wheel-drive Carrera 4 and 4S, and spawn Cabriolet and Targa versions. The latter is particularly interesting as the first 911 Targa to feature a sliding glass roof instead of a lift-out panel. For a modest 30kg weight penalty, it offers the refinement of a coupe with the al fresco feel of a convertible. 

Nonetheless, our choice would still be a rear-driven 993 Carrera coupe with a manual ’box. Search the 9WERKS Marketplace and you can find examples priced from around £50,000, sourced from our approved specialist dealers. Read on for expert buying advice from Philip Raby, founder of Philip Raby Specialist Cars, and Chris Wright at Wrightune.

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    How does the Porsche 993 Carrera drive?

    “A joy to drive,” is how Philip Raby sums up the 993 Carrera. “It feels very solid and well engineered, with more refinement than a 964 – the perfect compromise between air-cooled and modern.” Interestingly, Philip also believes “less is more” when it comes to the 993: “The narrow-bodied cars are lighter, cheaper and better to drive.” 

    Chris Writer from Wrightune also rates the 993 experience, but with one major caveat: “If the car’s in good condition, it will drive very nicely,” he explains. “But the multi-link rear end means there are a lot more suspension components than in earlier 911s, so the correct setup is crucial.”

    The 993 won plaudits from the motoring press, too. Total 911 magazine said: ‘The sophisticated multi-link rear axle maintains a sense of calm, and prevents the 993 from feeling skittish. It’s keener to understeer than most air-cooled 911s – particular pre-1989 torsion-bar cars – but undoubtedly safer as a result. Only when you push harder does that rearward weight bias become apparent.’

      Porsche 993 Carrera: evolution of tech

      Porsche was hardly flush with cash in the early 1990s. The economic recession was taking its toll on sports car sales, and both the 968 and 928 were looking dated. Despite this, the talented folk in Weissach did a remarkable job of transforming the 964 into the sleeker, more sophisticated 993 – a model that would prolong the life of the air-cooled 911 by a further five years.

      The two-wheel-drive base model arrived first in 1993 (now called simply ‘Carrera’, not ‘Carrera 2’ as with the 964 generation), upping power and torque by 22hp and 20Nm versus its predecessor. Tony Hatter’s curvaceous styling grabbed much of the attention, but the biggest innovation was the 993’s new ‘LSA’ back axle. 

      Described by Porsche’s official literature as being ‘instrumental in finally putting an end to the capriciousness of the rear-engine-powered 911,’ the clever LSA axle consisted of a die-cast alloy subframe fitted to the car’s body via four rubber supports. Isolating the suspension made the ride smoother and quieter, and it also generated some toe-in and passive rear steering to boost stability. The result was a more sophisticated, if less visceral, driving experience than the 964.

      A year into the 993’s life, Porsche launched the four-wheel-drive Carrera 4 and fabric-topped Cabriolet models. The former used a viscous coupling, rather than the 964’s centre differential, meaning the entire 4WD system weighed little more than half as much. An Automatic Brake Differential (ABD) could also detect wheelspin and apply braking to that wheel, diverting torque to where the car had most traction.

      In 1995, a different twist on fresh-air fun arrived in the shape of the 993 Targa. Porsche also pulled the wraps off the desirable Carrera 4S, complete with a Turbo-style widebody, larger ‘Big Red’ brakes and a full-width rear reflector. In a busy year for the 993, the full-fat Turbo, hardcore Carrera RS and wild GT2 joined the range as well.

      For the 1996 model year, the Carrera gained the new VarioRam intake system, first seen on the 993 RS, which used a second throttle body and vacuum-operated, variable-length induction runners to boost mid-range torque and increase maximum power to 285hp. 

      After four years on sale, production of the regular 993 Carrera came to an end in 1997, although the Carrera 4S and Turbo lived on into 1998. The 996 Carrera that followed was the biggest step-change in the 911’s history, but not everyone thought it a step in the right direction…

        What to look for when buying a Porsche 993 Carrera

        The 993’s body shell was hot zinc galvanised, making it more resistant to rust than earlier air-cooled 911s. Indeed, any corrosion may point to a poor accident repair. Pay close attention to the base of the windscreen and around the rear window, then look underneath at the struts that attach the rear bumper.  

        Worn door check straps are a well-known issue on the 993. “The weld that attaches the door strap to the A-pillar can break,” says Philip Raby. “The door will creak or click when opened. A proper fix involves removing the front wing and welding in new metal, so it isn’t a quick job.”

        More creaks can emanate from the windscreen, which vibrates if the silicon bonding it into place is worn. “The official remedy according to Porsche is to remove the screen, then use PPF tape to reseal it,” adds Philip. 

        Returning to Chris Wright’s earlier point about suspension setup, worn bushes can ruin how a 993 Carrera drives. “Tired front track rod bushes will make the car feel nervous and cause its front end to wander,” reveals Chris. “If the inner front wishbone bushes are worn, it will move around under braking as well.” Find a deserted road and check the car tracks straight when you remove your hands from the wheel. Then try a couple of emergency stops to ensure it pulls up strongly and safely.

        Rust in the callipers may also cause the brakes to stick or discs to become scored. And while you’re driving, check the operation of the rear spoiler, which should elevate automatically at around 50mph, then retract again at 5mph. 

        The 993 Carrera’s 3.6-litre engine is generally very robust, with self-adjusting hydraulic tappets that reduce servicing costs. However, the spark plugs are tricky to change; Chris warns that some garages take shortcuts here. 

        Both our experts pointed out the risk of oil leaks from the cam covers, potentially caused by corrosion in the aluminium inserts. Look for excessive smoke from the exhaust on start-up and make sure any rattling from the tappets settles down swiftly. VarioRam-equipped cars can be identified by their aluminium inlet manifold, rather than black plastic.

        Inside, the 993 is hard-wearing and relatively uncomplicated, but Philip Raby says electric windows and electric seats can seize up (“particularly the driver’s seat, as it isn’t usually adjusted very often”). Check also for a ripped headlining and test the operation of the heating and air conditioning. If the vents don’t blow hot/cold, the heat exchangers may be rusted and in need of replacement. 

        Most important of all, source your 993 Carrera from a recognised Porsche specialist, or get a professional inspection before you buy. Prices start from around £40,000 (although we’d budget at least £50,000) and stretch well into six figures for the most desirable cars. Expect to pay a premium of £5,000 for a manual gearbox and upwards of £20,000 to upgrade to a Carrera S or 4S. Search the 9WERKS Marketplace to find your next Porsche now.

          Porsche 993 Carrera: the options worth having

          Manual gearbox – The Tiptronic is slower and clunkier than today’s DSG automatic transmissions, so our preference is for a manual 993.

          Air conditioning – Not standard on the 993 Carrera 2, but a desirable option. If fitted, check if it chills the air properly.

          M033 suspension kit – Stiffer springs and dampers, plus a ride height lowered by 10mm at the front and 20mm at the rear. Standard equipment on the C4S.

          Sports seats – Available from 1996 onwards and easily spotted by their plastic backs. They look great, although some find the standard seats more comfortable.

          Heated seats – Always a boon in winter, heated front seats were a factory option when the 993 was new. 

          Full leather interior – Leather seats were standard, but the optional extended package covered the dashboard and door panels as well. 

          Cabriolet – The sliding-sunroof 993 Targa arguably offers the best of both worlds, but Philip Raby warns of roof reliability issues. If you want the wind in your hair, the Cabriolet is a safer bet.

          Bright colours – Most 993s are blue or silver, so lesser-seen paint colours such as Guards Red, Aventurine Green and Speed Yellow command a premium. White cars are fairly rare, too.

            Porsche 993 Carrera 2: technical spec

            Years produced: 1993-1997

            Cars made: 38,626

            Engine: Flat-six, 3,600cc, naturally aspirated

            Power: 272hp @ 6,000rpm

            Torque: 330Nm @ 5,000rpm

            Compression ratio: 11.3:1

            Transmission: 6-speed manual or 4-speed Tiptronic

            Suspension 

            Front: MacPherson struts, coil springs

            Rear: Multi-link, coil springs

            Wheels and tyres

            Front: 7×16-inch 205/55/ZR16

            Rear: 9×16-inch 245/45/ZR16

            Length: 4,245mm

            Width: 1,735mm

            Weight: 1,370kg

            0-62mph: 5.6 sec (6.4 sec Tiptronic)

            Top speed: 168mph (167mph Tiptronic)

            Looking for your next quality Porsche? Search now on the 9WERKS Marketplace

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