The 911 Effect: My 5 Most Memorable Porsche 911 Experiences
For four decades, I’ve been behind the wheel of some of the most significant Porsche 911 models ever made. Since that first drive in a white 3.0-liter Carrera with black Fuchs alloys, it’s been a journey of appreciation, understanding, and ultimately, love for this legendary sports car. The 911 is more than just a car; it’s an icon that has evolved without losing its soul. While the Porsche 944 Turbo was the more competent car, it never had the allure of the 911.
Over the years, I’ve driven countless 911s, each marking a milestone in the evolution of this iconic German machine. Apart from the 964, which initially made me question the future of the 911, every iteration has been a testament to Porsche’s ability to refine and perfect its legend. Even today, after 40 years of driving Porsches, the 911 is one of the few new cars I would buy with my own money. Here are the top five most memorable Porsche 911s I’ve ever driven.
The Original 911 Turbo (930)
When I started testing Porsches, the veterans always spoke of the original 911 Turbo in hushed tones. They described it as a car that demanded respect and quick reflexes. It was notorious for its “widowmaker” reputation due to its turbo lag and the abrupt power delivery of the 3.0-liter flat-six. I waited 35 years to experience this legend for myself, and when I finally got behind the wheel of one of the first 30 production Turbos ever built, I understood the awe.
This particular 911 Turbo, now part of Porsche’s classic fleet, had a fearsome reputation. I started slowly, feeling out the throttle and the boost. Surprisingly, the engine was tractable at low RPMs, but around 3,500 RPM, the turbo spooled up, delivering a noticeable surge of acceleration. It wasn’t the sledgehammer blow I expected, but it was raw and thrilling. The secret to smooth driving was keeping the engine above 4,000 RPM to keep the turbo engaged. Even today, this 911 is fast. First gear reaches 50 mph, second 90 mph, and third nearly 130 mph. While it only has 256 hp, it weighs only 2,513 pounds, making it nimble and engaging in corners. Fifty years ago, its performance was otherworldly.
The 993-Generation Porsche 911
For Porsche purists, the 993 is the last of the “real” 911s. It’s the car you drive with the raw, mechanical feel of an air-cooled flat-six behind you. However, when I first drove it in 1994, it was the 911 of the future. The 993 had a more balanced chassis than its predecessors, but it still retained the classic 911 DNA.
The key innovation was the new multilink rear suspension, which replaced the semi-trailing arms. This setup allowed for better control through corners and reduced camber changes, which had been a weakness in earlier 911s. The steering was also quicker, making the front end more decisive. Plus, a new six-speed manual transmission made the most of the revised 3.6-liter flat-six engine.
Compared to the 964 it replaced, the 993 was a revelation. Under the leadership of Ulrich Bez, later the head of Aston Martin, Porsche engineered a faster, more capable car. Harm Lagaay’s exterior redesign corrected visual issues with the 964, making the 993 a more beautiful and desirable 911. The interior was cleaner and more ergonomic, and the 993 delivered a faster and more forgiving driving experience.
The 996-Generation Porsche 911
Porsche’s decision to install a water-cooled engine in the 996-series 911 was heresy to purists, but it was a move that saved the company. This was the first clean-sheet redesign of the 911 in 34 years, and I immediately recognized its brilliance. The 996 was a clever car, engineered under the direction of R&D chief Horst Marchart. It shared 38 percent of its parts with the new mid-engine Boxster, a car needed to fill a gap in Porsche’s lineup.
Design chief Harm Lagaay noted that Porsche built two cars for the price of one and a half. While the focus was on the water-cooled engine and the Boxster relationship, the 996 was more than just a parts-sharing exercise. Manufacturing time decreased from 130 hours for a 993 to just 60 hours for a 996. The 996 was the modern 911: roomier, well-equipped, and still recognizably a 911. Most importantly, it still drove like a 911, only better. It had a new veneer of sophistication but retained the tactility and urgent response that made the 911 unique.
The 991.2-Generation Porsche 911 Carrera
Of all the 911s I’ve driven, the base 991.2 Carrera stole my heart. Even the press fleet, usually stacked with high-spec cars, had a base Carrera for the 2017 MotorTrend Car of the Year testing. Porsche’s decision to include it was bold and ultimately inspired.
The 991.2 featured a new 3.4-liter turbocharged engine producing 370 hp in the base model. Even in its standard trim, it delivered impressive torque and efficiency. The chassis was staggeringly communicative and adjustable, even on the base wheels and tires. The 991.2 was a subtle refresh of the 991.1, a beautifully proportioned car that perfectly interpreted classic 911 themes in a modern way. Inside, the new infotainment interface looked great and worked well.
While Porsche’s PDK dual-clutch automatic is a benchmark transmission, the seven-speed manual in the base Carrera was a revelation. Its precise action made us all fall in love with driving again. Testing director Kim Reynolds perfectly summed it up: “When all cars but one are autonomous, please let this be it, the last human-driven car. For posterity’s sake.” It’s been 10 years, but I vividly remember it: Guards Red with black interior and only one option, red seat belts. I still scour the ads, looking for one to buy.
The 992.1-Generation Porsche 911 GT3 RS
RS. It means “racing sport” in German. These initials have a storied history with the 911, dating back to the Carrera RS 2.7. Since then, they have designated only the most driver-focused 911s, and the 992 GT3 RS is the most significant RS model to date. Its purpose is singular: it’s essentially a race car you can drive on the road.
A few laps at the Silverstone Formula 1 track proved this car is unmatched on the circuit. It matches the McLaren Senna in sheer cornering speed and braking force. The biggest mindset shift is trusting the aerodynamic grip, realizing that even when you think you’re pushing as hard as you can, the car still has more to offer.
What’s truly remarkable is that the aerodynamic grip doesn’t smother chassis sensitivity. Even average drivers can feel what’s happening at the contact patches. The GT3 RS telegraphs its intentions with remarkable clarity and doesn’t require Max Verstappen-level reflexes to tame it. It is the ultimate track day car—a car you can drive to a circuit, hammer around flat-out, and then drive home again. It makes you feel like a driving god.
If you’re ready to experience the thrill of one of these legendary machines or want to know more about the latest Porsche 911 models, contact us today to schedule your test drive.
