996 (and 996Outpost.com) write-up for PCA San Diego Region's monthly magazine...
Posted: Thu May 17, 2018 1:37 pm
The editor of our local region's monthly magazine requested submission for next month's edition, so I'm using the opportunity to pitch the site AND the car. I hope it winds up in print...the exposure wouldn't hurt.
Any comments?
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Refuge for 996 Lovers
Back in January of this year, I registered the site “996Outpost.com” and started working on the forums. A number of users from other forum sites have joined me; we continue to slowly accumulate users and build a community around the 911 underdog…the Porsche 996.
We all know the 996 story…it’s the Porsche that saved Porsche (wait, I thought the Boxster was the Porsche that saved Porsche?!?), but it’s also maligned as the “poor man’s 911,” criticized for everything from reliability issues to the quality of the cabin.
If you haven’t had the opportunity to drive a 996, I highly recommend giving it a try. Even though the earliest 996s were made 20 years ago, the 996 was an evolutionary change from the lawnmower cars preceding them. Driving aids – or “nannies” – are often badmouthed, but PSM goes a long way to help the 911 shake its “widowmaker” reputation. Early 996’s were optioned with PSM, Porsche’s intermediate step between no driving aids, and PASM and other more modern stability management suites. Using a combination of tricks like active brake differential and retarding engine timing, PSM does a great job of keeping 996s out of ditches without constantly interfering with the fun.
It’s hard to imagine that a car that left the factory with just under 300 horsepower would be considered a supercar, but the 996 offered seriously impressive performance when it was introduced in 1998. Reviewers of the day almost universally decided it was the “best Porsche ever.” The 4.6 second 0-60 time put the 996 into rarefied air; other cars of the era turning similar acceleration numbers include the Ferrari 355 Berlinetta and the Chevrolet Corvette ZR-1. An entry-level 996 made its way to 60MPH a tenth of a second faster than the 1993 968 Turbo!
Of course, 0-60 times aren’t what we Porsche lovers live for. Curves are always more fun than straight lines, and the 996 shines in this regard. The 996 was the most forgiving 911, much less prone to lift-off oversteer than its lawnmower older brothers. In fact, my 1999 Carrera 4 was nearly impossible to spin during our PCA region’s 3-day Performance Driving School, but a truckload of soapy water finally made it possible to hang the end out. Throttle steering requires some serious skill in an lawnmower 911, but the 996’s redesigned chassis and driver aids make it easier than ever to keep the pointy end forward. Coincidentally, I cannot recommend highly enough PCA SDR’s Performance Driving School. I’ve taken the course twice, once with my 986 Boxster and again when I purchased my 996 about six years ago. The school is a fantastic way to learn the limits of your new (or new-to-you) Porsche without endangering you, your car, and other roadgoing folks.
The 996’s denigrators point at the intermediate shaft bearing (IMS) failures, rear main seal oil leaks, cold-climate cylinder bore scoring, and a few other issues as proof that the 996 is a lemon. While it’s true that the 996 has its share of mechanical foibles, Porsche and the aftermarket have addressed them. The naysayers also find fault with the interior finish. True, full leather and wood would be nicer than soft-touch plastics, but the 996 cockpit is a great place to do the business of driving. The controls are simple compared to the 997 and subsequent 911 iterations. I feel that the interior of a “real” sports car should be somewhat spartan rather than dripping with switches and lights, and the 996 offers a fantastic blend of creature comforts and simplicity.
Because so many 996’s were produced (over 175,000 including all variants), and because of the negative press generated by the IMS bearing and other mechanical issues, you can get into a 996 for less than you’d pay for an entry-level Nissan. “Handyman specials” can be had for less than $15,000, and low-mileage garage queens are out there starting at $25,000 and up. 996’s aren’t cheap to maintain – what 911 is? – but the low cost of entry has made the 911 available to folks who previously only dreamed of driving the car of their childhood dreams.
996Outpost.com is, I hope, a second home for those of us who know and love the 996. Every Porsche owner is welcome – we have subforums for all of you – but the heart of the site belongs to the 996. If you have a 996, I hope you’ll come visit us; if you don’t have a 996, I encourage you to try one on. If you’re willing to overlook the funny headlights, I guarantee that you’ll fall in love. After all, you can’t see the headlights from the driver’s seat.
Any comments?
-----
Refuge for 996 Lovers
Back in January of this year, I registered the site “996Outpost.com” and started working on the forums. A number of users from other forum sites have joined me; we continue to slowly accumulate users and build a community around the 911 underdog…the Porsche 996.
We all know the 996 story…it’s the Porsche that saved Porsche (wait, I thought the Boxster was the Porsche that saved Porsche?!?), but it’s also maligned as the “poor man’s 911,” criticized for everything from reliability issues to the quality of the cabin.
If you haven’t had the opportunity to drive a 996, I highly recommend giving it a try. Even though the earliest 996s were made 20 years ago, the 996 was an evolutionary change from the lawnmower cars preceding them. Driving aids – or “nannies” – are often badmouthed, but PSM goes a long way to help the 911 shake its “widowmaker” reputation. Early 996’s were optioned with PSM, Porsche’s intermediate step between no driving aids, and PASM and other more modern stability management suites. Using a combination of tricks like active brake differential and retarding engine timing, PSM does a great job of keeping 996s out of ditches without constantly interfering with the fun.
It’s hard to imagine that a car that left the factory with just under 300 horsepower would be considered a supercar, but the 996 offered seriously impressive performance when it was introduced in 1998. Reviewers of the day almost universally decided it was the “best Porsche ever.” The 4.6 second 0-60 time put the 996 into rarefied air; other cars of the era turning similar acceleration numbers include the Ferrari 355 Berlinetta and the Chevrolet Corvette ZR-1. An entry-level 996 made its way to 60MPH a tenth of a second faster than the 1993 968 Turbo!
Of course, 0-60 times aren’t what we Porsche lovers live for. Curves are always more fun than straight lines, and the 996 shines in this regard. The 996 was the most forgiving 911, much less prone to lift-off oversteer than its lawnmower older brothers. In fact, my 1999 Carrera 4 was nearly impossible to spin during our PCA region’s 3-day Performance Driving School, but a truckload of soapy water finally made it possible to hang the end out. Throttle steering requires some serious skill in an lawnmower 911, but the 996’s redesigned chassis and driver aids make it easier than ever to keep the pointy end forward. Coincidentally, I cannot recommend highly enough PCA SDR’s Performance Driving School. I’ve taken the course twice, once with my 986 Boxster and again when I purchased my 996 about six years ago. The school is a fantastic way to learn the limits of your new (or new-to-you) Porsche without endangering you, your car, and other roadgoing folks.
The 996’s denigrators point at the intermediate shaft bearing (IMS) failures, rear main seal oil leaks, cold-climate cylinder bore scoring, and a few other issues as proof that the 996 is a lemon. While it’s true that the 996 has its share of mechanical foibles, Porsche and the aftermarket have addressed them. The naysayers also find fault with the interior finish. True, full leather and wood would be nicer than soft-touch plastics, but the 996 cockpit is a great place to do the business of driving. The controls are simple compared to the 997 and subsequent 911 iterations. I feel that the interior of a “real” sports car should be somewhat spartan rather than dripping with switches and lights, and the 996 offers a fantastic blend of creature comforts and simplicity.
Because so many 996’s were produced (over 175,000 including all variants), and because of the negative press generated by the IMS bearing and other mechanical issues, you can get into a 996 for less than you’d pay for an entry-level Nissan. “Handyman specials” can be had for less than $15,000, and low-mileage garage queens are out there starting at $25,000 and up. 996’s aren’t cheap to maintain – what 911 is? – but the low cost of entry has made the 911 available to folks who previously only dreamed of driving the car of their childhood dreams.
996Outpost.com is, I hope, a second home for those of us who know and love the 996. Every Porsche owner is welcome – we have subforums for all of you – but the heart of the site belongs to the 996. If you have a 996, I hope you’ll come visit us; if you don’t have a 996, I encourage you to try one on. If you’re willing to overlook the funny headlights, I guarantee that you’ll fall in love. After all, you can’t see the headlights from the driver’s seat.