(first posted 3/28/2014) Coming across cars like this Porsche is a real treat. It’s gorgeous, instantly recognized and well liked. Most of the time, these are kept in garages and only taken out when their owners want to give them a proper workout, in which case, they won’t be sitting still long enough to take a good photo. An under-recognized quality of 911s, however, is their ability to serve as daily transport, uncommon among true sports cars.
For comparison, consider the FD RX-7 parked near my house that I’m dying to snap pictures of and write about. It’s spent the last several months under wraps in a carport, and therefore cannot currently qualify as a Curbside Classic. Without that car’s lightly-laden rear end and fragile twin turbo rotary, this more exotic Carrera 4 actually works better for our purposes, its versatile and stout nature making it a very practical choice for everyday use, as we see here.
The 964, introduced in 1989, left an indelible impression on me as a young kid. They shared showroom space with that other four-wheeled repudiation of physics, the Audi line-up, and because my dad’s ’84 5000 was always in the shop for one thing or another, I saw them regularly. There was always a red 964 lurking in the background as my dad slid yet another check over to the service adviser who was more than happy for the business during those lean years, as if to underscore the steep prices he was continually forced to pay to repair his Typ44. Because I’d seen countless 911s in movies, these expensive trips were a much more positive experience for me, and I actually encountered the modernized second generation car before ever seeing any classic 911s in the flesh.
Much as all wheel drive helped negate the effects of the Audi’s old fashioned longitudinal front-drive layout, its appearance on the 964 was meant to mitigate the Porsche’s extreme rear bias. A complex system, PDAS (Porsche Dynamische Allrad Steuerung) helped channel some of the extra power away from the rear wheels, but as there was little weight over the front axle and because weight shifts rearward under acceleration, the benefit was questionable. More likely, Porsche was trying to capitalize on the 959’s reputation by introducing the new 911 in AWD form only, but wisely introduced the Carrera 2 for 1990, driven by the rear wheels as the gods intended.
The Carrera 4 used a central high-pressure central hydraulic system, similar in theory, if not in concept, to the Audis it often shared showroom space with. In the Porsche, it was used operate the brakes and the AWD system, which was controlled by a series of hydraulic clutch packs (the Audi’s system powered the brakes and power steering). Because it always sent about a third of the engine’s torque to the front wheels, it’s said to have fundamentally altered the 911’s characteristically tail-happy handing and indeed, the 964 is known for understeer, especially at low speeds. It wasn’t especially lightweight, either, adding about 200 pounds in weight to the car. When the 993 came out in 1995, the system was replaced by viscous coupling center and rear differentials, which were not only lighter, but defaulted to a 10/90 front to rear torque split, solving both the weight problem and complaints of excessive understeer.
Carrera 2 Tiptronic and Carrera 4
Further changes made to the chassis included the swapping of torsion bars front and rear for coil springs. It’s said this was done to accommodate the AWD system’s half shafts at the front and a bigger transmission at the rear. It the front, the A-arm no longer had to carry the torsion bar and was reconfigured. Besides allowing better fine-tuning of geometry, it enabled Porsche to engineer in a small degree of fore/aft compliance, helping take the jolt out of pavement imperfections. At the rear, variations in the (now aluminum) semi-trailing arm’s bushing compliance induced stabilizing toe-in under lateral force. The switch to coils all around also helped the ride by allowing a progressive spring rate that torsion bars cannot provide.
Carrera 4 drivetrain
Power steering and ABS were standard, for the first time, adding another dimension to the car’s newly forgiving attitude, but again, with such a light front end, the former was arguably an undesirable addition to the rear-drive Carrera 2, which also debuted the Tiptronic automatic transmission, a then widely-publicized piece of kit of questionable benefit. While useful for holding a lower gear for a prolonged period or for upshifting when the transmission wouldn’t ordinarily do so on its own, most manually controlled automatics still use a torque converter and have very slow response time, offering virtually none of the advantages a manual transmission. What really mattered, however, was whether or not this four-speed unit could win buyers over from Mercedes, especially since the 928 increasingly failed to do so by this time.
What didn’t change, for the most part, was the cockpit, with its delicate pillars and close, shallow dashboard. As we at CC like to remind people, all cars should offer visibility like this. A new, computer controlled HVAC control and airbag were necessary changes, and as today, Porsche offered all sorts of leather wrapped bits (sunvisors, door pulls, center console, etc.) for a couple hundred bucks a pop, each sold separately.
Determining the exact model year for this car is difficult. Its elephant ear mirrors mean it can’t be a ’92 or ’93, though these five spoke wheels, which could’ve been swapped, weren’t used on this car until after 1991. The manual control for the spoiler on the console–the knob on the left, ahead of the gear lever–mean it’s not a 1989, when it could only be raised and lowered automatically. So this car is a ’90 or ’91.
Last, and certainly not least, was the 964’s new engine. Designed (finally) to meet US emissions from the get-go, the M64 was equipped with large catalysts and twin spark plugs per cylinder which, combined with retarded ignition timing, allowed a very high 11.3:1 compression ratio. That’s a heady number for a street car even today, with direct injection commonplace, and was an eye-popping figure for the late ’80s. For US market cars, it generated 247 horses at 6100 rpm and 228 ft lbs of torque at 4800 rpm, so it was not necessarily a screamer. The quarter mile was achieved in the high thirteen second range at about 100 mph, with sixty usually reached in less than six seconds.
At 3.6 liters with a gigantic 100mm bore, early engines built without head gaskets have been known to leak. Additional problem included failure of early versions of the dual-mass flywheel, added in 1990, and breakage of the tiny belt which maintained the twin distributors’ timing. The 964’s name has been somewhat tarnished by these problems, but they don’t fully account for the car’s lagging reputation compared to other air-cooled 911s.
Rather, the 964 has long suffered from an image problem. On one hand, it lacked the gravitas of the previous model, and on the other, the 993 which succeeded it in 1994 was not only regarded as better most every way, but also wasn’t “guilty” of displacing the original car, a bona fide classic, from the lineup. The 964 was therefore neither fish nor fowl and this was also reflected in its styling. While the Cd was reduced from .42 to .32, with very favorable lift characteristics, thanks in part to a flat belly pan and other details, the new bumpers looked somewhat tacked on to some who, in all fairness, were quite possibly too attached to the appearance of the old car.
Only after a decade of solid sales as a luxury conveyance, regardless of its more recent buyers’ knowledge of cars or appreciation for Porsche’s philosophy, was the original 911 truly reconceived to meet the needs of its audience. One of the ironies of the new 964, designed specifically with this demographic in mind, was that it was met with an indifferent reception and often criticized for being too soft. Suddenly, it was no longer the “it” car.
It’s also said the 964’s problem was compounded by a world-wide recession, which limited the field of buyers to those with actual wealth, not theoretical financial assets. If this latest recession is anything to go by, however, the latter point is difficult to comprehend. These days, it would appear that the affluent are doing quite well and that luxury goods are enjoying brisk sales.
Despite what some may say, the 964 is very, very far from being an undesirable machine. In fact, its reputation keeps the 964 rather affordable for enthusiasts today. With a fully galvanized body and, often, a quick-reacting all-wheel-drive system, a car like this can provide low-stress, year-round thrills for about $25,000. Watch for prices to rise, however, once 993s become unjustifiably expensive.
What’s most important to remember is the change in buyer attitudes since the 964 came out. In 1989, it received a lot of flak for being too soft around the edges, whereas more recently, we are more acquiescent when it comes to model bloat and softened character in our new cars (the electronics-laden C7 Corvette and latest 911 are good examples). Sometimes, we even make excuses for manufacturers, reminding critical personalities that such compromises are needed for convenience’s sake or to increase sales. Considered against today’s sensibilities, then, could the 964 really be that dumbed down?
Great write-up!
The 911…Everyman’s supercar! I gotta disagree about the styling for these models. To me, the revisions were pretty tastefully done and well integrated, considering how old a design they were updating at that point. I feel that you are correct though in your statement that this gen. was seen as “Neither fish, nor fowl”. As big a step (needed) step forward as this car was in the 911’s evolution, it also marked the beginning of where the company sort of lost the thread, IMHO. Later cars might have been faster, more capable and sleeker in design, but the seem to have lost their soul..
I’d still like to have one though!
Nice one Perry. With the rehabilitation of the rubber bumper model, the 964 has become the overshadowed one. They are hardly visible in Melbourne now, I know there’s a company in England who uses these for revisionist early 911-lookalike makeovers. When the 288GTO was wowing with raw appeal, the 959 was taking sportscars in a more sophisticated direction. And the Carrera 4 was the direct result of that. But from a styling point of view it does suffer against its forebears and the 993. Given how cohesive the 959’s styling was, those bumpers could have been better designed.
Forgive me. I’m the guy who can’t for the life of me tell the difference between most generations of 911. They styling changes have always been evolutionary to me, not revolutionary.
When I was a teenager I just thought they had been building the same darn car for decades.
You are not alone, Dan.
One of the reasons it’s a legend. Like the VW Beetle, Land Rover and Jeep CJ-Wrangler. You can still see the basic design and concept of the original in all next generations, even many decades later.
Me too, until recently. I hope this helped clarify things.
Awesome car! I’ve always been interested in the Porsche 911. When I first heard about the Carrera 4, I thought “awesome! An AWD Porsche!” I’ve never seen one in person, I’m afraid. I’m more interested in the mechanics that make the Carrera 4 handle the way it does than how “soft” the appearance may be. When it comes to cars, I’ve always believed that “form follows function.”
Now you’re hitting a nerve. If there is any car in this world that I want, this is it. A 911. Any 911. Any year that I can afford. And I will afford one sometime in the next five years. After trading in the 924S on the Solstice, I’ve always known that the Solstice (enjoyable as it is) is a temporary fixture in the Syke garage.
Having had one Porsche, and discovering what wonder automobiles they are, I want another. High on my list is a 968, a 928, and (of course) especially a 911.
The money is being banked. The Solstice is paid off, and can be traded at any time. Now, I’ve just got to find the car . . . . . . .
This is my favorite of the air-cooled 911’s which makes me something of a heretic. The values have been going up steadily for the last couple of years and should continue to increase going forward. I’d love to have one to share space with my 996. You can’t fully appreciate how small they are until you get in one, which is not to say there isn’t sufficient space.
I think the bumpers are remarkably well integrated into the overall shape and everything just looks “right” on this one, especially with the lowered suspension and the “Cup” wheels. The spoiler should not be up though, either the owner left it in the up position on purpose or something is broken. It should have retracted auromatically once below 25mph.
Like Syke, I feel that you just hit a nerve, in my case because I owned a 1990 Carrera 2 Targa in Guards Red for three years. A Guards Red 911 Targa having been my dream car since high school during the 1980s, I ended up with my specific car in 2008 for the reason that you described: with the previous generation 911 Carrera already an appreciating (or perhaps already fully appreciated) classic and the following 993 newer and more expensive, the 964 was at exactly the right point at the bottom of the depreciation curve. Mine was a very low mileage car first owned in Indiana, which had always been a second or third car. It had the characteristic cylinder head oil leak, on one side only, and otherwise everything worked perfectly except for the air conditioner, which did not matter to me since I only drove it in top-off weather.
Owning and driving this car was a magnificent experience that was everything that I had thought it would be, but I ended up selling it because I was almost never driving it appropriately, meaning fast and hard enough to make use of the car’s capabilities, and I felt like going off-roading for a change. (The Land Cruiser in my thumbnail photo was the result.) The 964 is a seriously underrated Porsche that I believe will eventually be recognized for what it is: a vastly improved version of the classic 911, which eliminated the archaic features while keeping the feel, basic configuration and style of the classic design. In my infinite budget fantasy garage, I would take one over any other 911 generation.
The Singer Porsches that are being hand-built in very limited numbers (and selling for $350K+) are based on a Porsche 964 donor car. The body work is then “back-dated” to around 1972. That way the customer gets the real classic 911 look with updated mechanicals. And lots of go-fast goodies added as well. How I’d love to buy a 964 and have Singer do their magic on it!
As Leno concluded when he featured a Singer on his show, “sell the house, you can sleep anywhere. THIS is a drive!”
I was not aware of Singer Vehicle Design before. Incredible is the word for what I see on their website. A best-of-each-generation, with modern improvements, car. On top of the classic look with modernized mechanicals, you get a galvanized body instead of the water soluble steel of a classic 911, so it is a practical car that you can use everyday year round.
If only I had become a tech billionaire … 🙂
I really like all the people saying this generation is their least favorite. Spread the word, because that will keep their prices down and make it possible for people like Jim Klein and I to get our hands on this, my favorite 911 generation.
Finally someone is talking some sense! Make mine a Forest Green or black on black with the rear wiper. Other that that I don’t need any of the options. You don’t want to buy these, they are terrible cars, slow, thirsty, flimsy, rust prone, and not even available as a Brougham or with an optional Continental kit.
Is this the closest thing to Continental kit for a 911? Interesting to see on someone else’s car, but you wouldn’t want it on yours…
For someone who grew up with the original versions of the 911, each evolutionary step was a bit of a challenge; some more than others, like the 964. AWD and power steering? Heresy! Now it looks almost quaint. Such is life with the 911.
I’m trying to imagine someone who was born after 1963, when the 911 came out: there has always been a 911 in their lives. And the way things are going, there probably always will be.
Well, to be fair, the power steering was unnecessary, as was AWD on a rear-engine.
The latter point depends entirely on whether the object is better wet traction or keeping the tail on a tighter leash…
I tend not to consider adverse conditions when describing traditional notions of good handling. Not because I think it’s unimportant, but because it’s too variable and muddles the general idea of good handling, in the most orthodox sense.
I have my preferences but I love pretty much any proper (aircooled) 911. It is a car that I WILL own one day. Not one that I’d like to own, or one that I might someday own but one that I WILL own. Like I said I have my preferences but if it’s cooled by air and has three pedals it has a welcome place in my driveway between my Volkswagens.
No head gaskets? Why? Whatever years they attempted that feat must have been fun at the warranty claim headquarters. Our neighbor just spent $25,000 on a new clutch for his very shiny and new-looking 911. I now am certain I have neither the fee nor the inclination for Porsche ownership. I’m becoming my Father. Were I to win a lottery, I’d probably go Aston, or two Jaguars.
$25k buys a new crate engine from Porsche for a 996 or 997-series 911 (1999-2012), with money left over. Pretty sure that $25k figure includes more than just a clutch.
The 964 struck a nice balance between the classic lines of the original 911 and the updated 993. 964 prices have always lagged the newer 993 and in recent years even some of the later 3.2s.
In my view none of that has to do with the styling though I consider the 993 a better looking car. The much better A/C, power steering and huge torque increase on the 3.6 made the 964 a nicer driving car overall than the 3.2. But like Jim Klein says 964s were plagued with a number of reliability issues that have been well known since the car was new. That’s why the 964 lags in price, it’s not anything about the car per se.
Proof of this are the prices of ’93 and ’94 964s where Porsche fixed most of the design and development mistakes. Those years are highly sought after, rare and expensive.
Cadillac lovers can think of the ’90-’92 964 as something a kin to the early HT4100 and Northstar debacles, except that Porsche got everything fixed in a couple of years. The IMS failures that came on the later 996s were also reminiscent of Cadillac. You would think they would have learned their lesson.
I didn’t say anything here about 964 reliability issues. My comment above to Mads was so tongue in cheek that I practically had my tonsils and half my esophagus in my cheek…). When I discussed my own Porsche several months back I did say that the other contender was a 964 and that they are known to have had several issues. Most if not all of those would have been corrected within the first few years and almost certainly by now. The 964 is considered more difficult to maintain than the water-cooled 996 (and probably the 997 as well). Most every version of the 911 has had its own issues, even the vaunted 993 (SAI codes). The 996 has one of the worst issues (IMSB failure potential), but again it is work-around-able, somewhat overblown and mostly corrected (or not difficult to do so) in any that are out there. Funnily enough most people don’t even realize that the first few years of the 997 had essentially the same engine as the 996 and thus the potential for the same major issue. As I did mention in addition to my own current car (Yes, I still have it!) I would love to have a 964 above almost any other 911 variant. (Well, maybe a 996 Turbo but whatever…)
Sorry Jim I knew your comments were tongue in cheek I mistook Robert Kim’s on the lack of a head gasket and the oil leak as yours. The internet makes it sound like this wasn’t a big deal but it was. Then there were the issues with the dual mass flywheel, power steering rack and oil leaks from both the engine and power steering system.
If you were unfortunate enough to have a car with just one of those issues the repair costs would be devastating hence the relatively low resale value on early 964s. The styling and performance of the car were not its Achilles’ heel, the early quality issues were.
Yeah, hit a bit of a nerve too lol.
I’m a huge Porsche fan. For me, all the generations have their pros and cons, though most often the cons are the die hard purists moaning.
I’m not sure about the latest iteration though, too many electronic gizmos and there was all the hoopla about the electronic steering which might have some truth, I don’t know.
It’s a great evolution of the design and its gorgeous but will it be as easy to maintain down the road? Thus securing classic status like the others?
I’d love it if automakers, (like Ford going back to buttons), started scaling back the reliance on electronics and gimmicks. Probably wont happen but it would improve products.
Active engine mounts? C’mon…
I currently have that debate in my mind about if I were to buy one of these, would it be a 964 or a 993? Or go further back to the Classic and get a 1989, often said to be the best of that breed with the G50 transmission and other improvements.
Values are crazy though. Classic 911s (prior to 1989) are quite expensive, specially if in good original shape and 993 are last of the air-cooled so they are also expensive. These are getting up there but for the reasons mentioned in the article and comments, are still a bit accessible.
I was actually a bit thrown off since you said this generation began in 1989. I always thought it began in 1990, and the individual Wikipedia for the 964 lists 1989 but the 911 one claims this generation as 1990 on. So now I’m a bit confused but I’ll still go with previous knowledge and go with this one being from 1990 on, probably starting to be sold in 1989.
I was going to mention Singer too. They use these and do an amazing job but its very pricey. I think I’d rather get a Carrera GT (my dream car).
I’d have any Porsche though. Specially a 928.
My dad had a 1998 Boxster and I loved everytime I rode in it. That engine note and the seats and the seating position, the handling…all sublime. And it was so fast with only 200hp.
Fairly simple too (and it still had its fair share of problems so imagine if it wasn’t). Had electronic HVAC and seats and stuff but one of the few buttons was TRAC OFF. No screens, no myriad sensors, etc. just you and the car.
I actually told him to pick it over (he asked which one I’d pick) the 1998 Corvette that was a contender (both used).
1989 was the first model year for the 964 C4, sold alongside the older style Carrera that looks just like the ’88. 1990 model year is when the 964 C2 first came along. Counter to most companies Porsche introduced the AWD version first by a year. Hopefully that helps.
Oh, that makes sense then. So they sold both the old and new together?
Was it marketed as a 1990 model?
It would kinda make sense if they were selling them alongside, to make it really unique to what the outgoing model offered.
Interesting strategy nonetheless.
Yep, old RWD 911 alongside new C4, both sold as 1989 models (not just an early 1990, they are titled as ’89’s and I believe actually were released in late ’88. Then for the 1990 model year the new 964 C2 finally joined the 964 C4. (C4 = Carrera4 = AWD. C2 = Carrera 2 = RWD just in case I am confusing anyone with contractions)
I suppose they were kind of thinking that the new 964 C4, being AWD and representing the “future” of the 911 would be fine alongside the 2WD older 911. I believe both did acceptably well in the showroom, having different sets of fans.
The ’89 C4 made use of a lot of the 959’s technology, its AWD system is very similar and very complex. (The system was simplified quite a bit for future versions of the 911 (993 and on).
Great post, thanks Perry! I had a 993 4 or 5 years ago and absolutely loved it. I’d love to have a 964 someday, too.
911s — especially air/oil cooled 911s — are incomparable, singular machines. They are almost shockingly compact when compared to today’s bloated 911 tourers, but will fit even the tallest driver… my 6′-4″ brother-in-law had no trouble fitting comfortably in my 993.
No car in the world is as precisely mechanical and direct in feel and feedback. Driving one is among the most sensuous experiences in autodom…all of your senses are engaged fully in the experience. The sounds, sights, smells and feel combine in an intoxicating brew of automotive joy. It’s hard to describe unless you’ve had one… every car nut should experience it once in their life.
Better stop now or I might start looking for another one…
I’ve never driven, or even been a passenger of, a Porsche. Never really cared too much.
However, this post and the comments are lovely. Really enjoyed everyone’s thoughts.
Sweet looking Porsche, but those wheels are pure ass. Not only do they look like something a ricer would put on the early 90s mazda sedan he got off his mom, they have ‘curb rash bait’ written all over them. I think the high offset ‘flush’ look is just awful as it is, but when the rim actually protrudes past the sidewalls….UGH. Looks awful BEFORE they get ground into scrap by the curbs. Someone get some Fuchs on that cabbage grinder, STAT.
LOL… what’s funny is that’s pure German, those are stock style Cup wheels Porsche offered for that car… not taking any issues with your observations and enjoying the rant even… just saying… the wheel offsets are intentional to the AWD setup and handling for the vehicle.. looks could be improved but Porsche created those wheel offsets as they are, even the Fuchs that are now designed for this AWD ride have the same dish offsets as well… that said, nothing says you can’t change it but at the expense of wheel bearing stress and other considerations. Cragar’s rule !:)
I don’t believe Fuchs will fit the C4.
Whenever I was driving my aircooled VW’s back in the day, I would always look at 911’s in envy, Probably applies to a lot of VW owners. The early models always appealed to me the most, the 964 is a beautiful machine and this is a great write up, but it’s complexity scares me. Working for Porsche/Audi in the late 80’s and Mid ’00’s, the expense and difficulty of working on these would be hard to accept. But then again… an early air cooled…maybe…
Woohoo! CC effect broke my 964 drought. C4 as well.
Cool! And a much more interesting color (for this car).
My first experience with one was when my father looked at a 912 in 1968. In the end he bought my current 1968 Cougar. However, he did get a 1973 911E Targa as a company car. Of course I was at San Diego State and he was in Northern California. Yet one day the two of them went to Europe for three weeks and I came home on vacation.
My previous two day experience was on a 1972 Mercury Capri. I continued my education of the 911. I was great on flat ground tooling around wondering why other Porsches were flashing their lights at me. Then one day I stupidly drove into San Francisco on a Sunday luckily. No problems until I wanted to get to the Bay Bridge. Uphill on First and then a stop light with the entrance across. I rolled back a full long block, three times, before I managed to time the light so I didn’t have to stop. Luckily it was a Sunday in 1973.
What I learned about the car. Uncomfortable to ride for any length of time. At 6’1″ my right knee was right into the stick shift and cramped. Not a car for taller people. The constant din of the car’s engine was always there. Could hear my father before you ever saw the car. Last, learned that you cannot let up on the gas while in a curve or the front end will lift up and out on a rear engine car.
I was lucky with that one curve as I quickly got it back. To this day my father has no idea. Still admire them as they go by but I no longer wish for one. Been there, done that.
Too funny. This is my old car. It is a 91, I swapped wheels on it with later cup wheels at one point. It was my daily driver for about 4 years, put a set of snows on it, drove it right through the winter. Had a child seat, so my son from about 1 to 5 rode happily in the back. I did swap suspension, it has a 993 steering rack, knuckles, I swapped in 993 Turbo brakes, and a few other things. Put about 25 days on track with it, and it never gave me a bit of trouble doing that. I got rid of it for a 2002 tii (also featured on here) and a 67 911L, which I then traded for a race car, as the track bug bit big. But I miss it everyday, luckily the current owner is a very good friend, and if I needed it back, I’m sure we could come to an arrangement. But the 964 is a great car, and the C4’s are really not something to be afraid of. There have been some horror stories about the awd system, but as someone who lived with one for a while, and has been in the Porsche service game since 99, it is a pretty robust system, that I really haven’t seen a whole lot of problems.
Sure was refreshing when Porsche ditched the accordian bumpers. The 964 has a slick look compared to earlier models. Owners continue to complain about maintenance costs and strange handling with the C4. Oh well, it’s affordable.
If by ‘strange’ they mean it hugs corners like it’s on rails, well then I guess that’s strange..haha. The suspension is completely ‘tuneable’ and there is no excuse for ‘strange handling’ in any negative respect. This is my opinion as an owner/driver of an 89 C4 on lowered from stock springs and a bit more neg camber than stock with 16 in D-90’s, also tried over kill 19 in wheel setup the prior owner put on the car as well. Wheel and tire options are so vast you can experiment till your ‘ strange handling ‘ turns into a strange obsession to simply blow your money. Nothing ‘personal’ btw in my reply, I’m just in the mood to say these cars are far less complicated from a driving prospective than many chime about and I’m not sure they’ve ever even had any legitimate seat time in one to say. All cars have their unique feel, you learn it and use it accordingly. Nothing ‘ strange ‘ imho .. Strange was my mother’s 78 Pinto when you turned the wheel and waited ‘7 minutes’ for a directional change …
Great post on a great car! Have not owned a 964 but would love to one day, preferably in RS America form.
Currently I have a ’95 993 C2 coupe, my second one. Starting with the ’84 -’89 3.2 Carrera, and up through the 964 and 993, both rear wheel drive and all wheel drive, these fine machines are indeed totally tractable and practical all-weather daily drivers. Not to mention just plain FUN!
What better confirmation is there of the basic goodness of the 964 than the fact that Singer uses them as the starting point for its uber-dear “reimagined” 911s?
Too heavy, a 911 is really fun when the power is 10% of the weight. As in 3000lb would need 300hp.
Slow revving engine in stock form.
Negative scrub radius required for ABS meant loss of nimble steering
HVAC can be wonky
Not really a sports car, more a 928 with a 911 look