Best/Better Years for 964s?
10-28-2008, 04:06 PM
#17
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My experience is based on my '90 C2 which I hugely enjoy; maybe to some degree in that it's not "perfect". And I admit that if it were I'd likely lose my masochistic interest. For now, and for my entire term of ownership, the car is dead on reliable wether on track or street. The zillion mods are such an unfettered joy to plan and execute (next up: 928GTS/993 C2 braking); and I'm sure that everyone here understands the buzz of improving the car. Frankly I wouldn't part with a dollar to replace mine with a later water cooled brute. I doubt God himself could improve the 5 place gauge design and execution of the oil cooled cars.
I think Bruce Anderson's stock advice; buy the best and latest example you can afford, is as correct for a 964 as any other Porsche (or shoes, girlfriends or aircraft carriers for that matter). One of the best little tomes on the subject that I'd read follows:
From the 964 UK Web:
964 Cynics, Get Real!
A personal Review of the 964 by Simon Galbally
It’s about time the 964 model 911’s record was set straight. Too often we read cynical comments about this outstanding iteration of the everlasting type 911, which like all 911s before and after it, has a special place in Porsche’s remarkable history.
First and foremost, the 964 is not necessarily any less or more reliable than any other 911. It is certainly much more complex than all before it and therefore, requires knowledgeable maintenance and careful evaluation when buying. These areas of careful attention relate to some of its new features and benefits, of which some involved later factory enhancements.
Hock the House
To put the 964 into perspective you need only quote Car and Driver’s preview test drive (Jan. 1990) when it first appeared in its C2 guise: “Enthusiasts rejoice: the 2 means twice the fun”. Bissoon-Dath also wrote: “Not only does it build on the traditional appeal of the 911, but it is faster, gutsier, more stable and more satisfying”. “The Carrera 2 can be driven at the limit with none of the sweaty-palms theatrics required by older 911s”.
He closed his review with: “Porsche’s prices may see astronomical, but if you ever have a chance to drive a Carrera 2, you’ll probably want to hock the house, the dog and your favourite aunt to buy one. So unless you have an appropriately large bank account – or you like to torture yourself - stay away from this automobile. Otherwise the house is history”.
Of course, any evaluation of the 964 today (as with all other 911 iterations), needs not only to look back at how the car was received, but also forward to the vehicle’s longevity and maintenance and repair issues. But we should be careful not to fall into the trap of expecting of it what we might expect of later iterations. Sure, the 993 has improvements over the 964, but so it should – for the extra money, and simply because it came later.
But the 964 has a special place in the ongoing development of the 911. It was the most modern expression of the concept until the 996. It was about 85% different – yet retained the classical 911 envelop that started to become overdone in the 3.2 before it. Porsche resisted the temptation to over-cater for the North American market!
Within minutes of first driving the 964 a number of things build your enthusiasm: the ultra sharp front end and its point-and-shoot dynamics – the 911 now had full coil front suspension and power steering; effortless gear changes – the 911 now had a truly modern gearbox; rear end stability and driver controllable rear-end-steer – an enhanced rear end; unbelievable torque that rushes from as low as 1,500 rpm – the 911 now had state-of-the-art DME matched to great engine design; mind-blowing breaks – could they get any better?; modern climate control – finally the 911 had air-conditioning that worked!; and the list goes on.
It’s inside the brilliant 3.6 litre engine where the real joy begins. It’s a redesign and enlargement overt the 3.2 before it, which included leading technology enhancements: new throttle-valve assembly; twin-spark technology: new idle-speed stabiliser; better piston cooling; increased oil flow rate; the use of new materials such as Aeterna and improved cooling fan performance
But of course today we now have the benefit of hindsight and yes it had some weaknesses that added to the 911’s running costs, but not necessarily detracting from its overall reliability.
The Best 911 to Date
10 years after the 964 hit the road, Peter Zimmermann with nearly 50 years experience (owner of arguably the USA’s most respected specialist Porsche repair and service centre for models from the 356 to the 993) wrote in his excellent guide to used 911 Porsches -The Used 911 Story: “The C2/C4 line of cars, even with their problems, are arguably the best 911s to date.”
Zimmermann introduces the C2/C4 as: “probably one of the most spectacular road/performance vehicles ever built to date….. it looked like a 911…. Changes were numerous …. Fitted with a 3.6 litre engine that is an absolute marvel…. Power and torque allow this car to accelerate all the way through the rev range in a way never seen before in a production 911. These cars are sensational to drive, and just might have the best brakes known to man.”
Yes, the 964 had issues ranging from trivial to very expensive, which may indicate an overly ambitious release date or a poor testing program. Whatever, most cars owned from new by responsible owners with sufficient liquidity to remain faithful to their authorised service centre, will likely have the weaknesses behind them by now. These weaknesses included: cylinder head sealing design; materials used in engine seals and o-rings; oil line connections; an alternative longer life dual-mass flywheel and adding a breather kit to extract moisture from the distributor belt housing. Such parts redesign/updates are not uncommon in any model as seen in the 3 litre’s clutch rubber damper and 944 cam belts.
Sure, the self opening ashtray and the crack-happy tail light lenses were issues not consistent with a frightfully expensive (in 1990 real dollar terms) German sports car. More seriously, the head gasket-less engine oil leaks were even more disappointing, but, were in most cases rectified under warranty. It was the other longer term oil leak issues discovered from the crankcase, chain box covers and oil lines that became expensive items to rectify.
Most, if not all of the engine oil leak weaknesses have been fully addressed by new seal kits, gaskets and cylinder refinements. So if a car’s history is unknown and there are some telltale signs, or the mileage / engine performance indicators point to the need for major work – take a burger with the lot and have the whole job done in one go. The rewards far outweigh the cost.
The new dual-mass flywheel that so effectively dampened gearbox noise and added refinement to the 964 also became an issue – of cost rather than reliability. So, most owners ultimately replace it with the lighter weight RS version when replacing a worn clutch – a 50% lower cost option.
However, these cars are significantly more complex than their predecessors and therefore, necessarily have a higher cost per kilometre to maintain. It’s simply a matter of checking before you buy; using experienced and knowledgeable repairers and investing in preventative steps such as obtaining the updated breather kit for the distributor belt housing if not already fitted. The reward is to own a stunning, high involvement and thoroughly modern 911.
So where does the 964 sit? For a little more money you get a much more drivable and higher performance car than its 3.2 predecessor. But, for a lot more money you could take a 993. In the Australian market and on a like for like comparison basis, a late 3.2 in top condition will cost you AU$65,000 on average. An excellent early 993 example will set you back about AU$105,000. But an excellent 964 with all its issues fully addressed can be bought for about AU$75,000.
About my own experience. I have had my 964 (1991) for about 3 years. The only failure I have suffered has been to replace headlight globes! I wanted the latest model in top condition I could afford (but even if I could afford a 996 – no way will I have water in my engine, a plastic dashboard, or conventional pedals!!). The 964 offered modernity not found in the 3.2 and affordability not available in the 993 at the time. The deal included full engine resealing (which was first done early in its life) with the new kits and a top end rebuild to be sure. The whole clutch kit was replaced with the flywheel which showed signs of wear. I opted for the RS flywheel for its weight savings and potential durability, but am unconvinced that was a good idea. My ashtray didn’t come with auto-open mode, nor did my rear tail-light lenses come with cracks, so no changes were needed.
Going to a light weight flywheel has the disadvantage of adding gearbox noise to the cabin (who really cares) and a tendency to stall on deceleration (more common if the climate control is running). It seems the stalling is due to the lack of mass (weight) and that the factory “hammer settings” don’t allow higher idle speed settings to counteract that occasional stalling. You learn to live with that, although I am told that fitting a programmable chip can deal with it (comments by 964RS owners would be helpful).
My C2
My C2 has covered 130,000 kilometres of which 40,000 have been since the engine re-seal and top end work. Alas, never a drip of oil and an engine bay to be proud of. Computer analysis shows the engine performance is virtually as per new car spec. Oil pressure when cold is 4.5 to 5 bar. When hot it’s always at 5 bar and pushing above the scale. At idle the needle sits between 3 and 4 bar! It fires up hot or cold in an instant. Not a rattle or creak can be heard even on the worst of our under-funded Australian roads. Because of our generally warm climate I had the sheet metal removed from under the engine. It ensures longer engine seal life through less radiated heat (and you can always be sure to notice an oil leak before it becomes too advanced).
The climate control system is excellent on heating and cooling cycles. But like (it seems) all Porsches the air-conditioning needs a rebuild after about 8 years and that is expensive. Mine was done the year before I bought the car.
Modifications I have made are simple: lowering springs (it now steers like a go-kart and looks brilliant); 17” Cup 1 wheels (perfect with the lowering springs); 964 RS full leather steering wheel (a joy to use); replaced the rear deck with the 3.6 bi-plane version, which I think adds to the flowing lines of the car without overdoing it; added a relay and installed higher output headlights (I think the originals came from a 1953 VW Beetle parts bin!); a sports exhaust has made the stereo system totally redundant! I am considering having a programmable chip fitted but am yet to be convinced of its benefits, but other than that I see no need for any other enhancements.
Finally, the fewer numbers of 964s constructed in comparison to the 3.2 and 993 is no reflection on the car’s desirability. It simply reflected the severity of the global recession from the late 1980s to the mid 1990s. Porsche was hit hard in all markets and worst of all in North America – the 964 was fiercely expensive and there were few buyers around. It was also under a lot of pressure to bring the 911 into the modern era. At that time Porsche knew the 928 was not accepted as a viable replacement for the 911 and so the 964 became the bridge between an icon and the thoroughly modern 993. For many buyers today, the 964 was the last truly classic 911.
I think Bruce Anderson's stock advice; buy the best and latest example you can afford, is as correct for a 964 as any other Porsche (or shoes, girlfriends or aircraft carriers for that matter). One of the best little tomes on the subject that I'd read follows:
From the 964 UK Web:
964 Cynics, Get Real!
A personal Review of the 964 by Simon Galbally
It’s about time the 964 model 911’s record was set straight. Too often we read cynical comments about this outstanding iteration of the everlasting type 911, which like all 911s before and after it, has a special place in Porsche’s remarkable history.
First and foremost, the 964 is not necessarily any less or more reliable than any other 911. It is certainly much more complex than all before it and therefore, requires knowledgeable maintenance and careful evaluation when buying. These areas of careful attention relate to some of its new features and benefits, of which some involved later factory enhancements.
Hock the House
To put the 964 into perspective you need only quote Car and Driver’s preview test drive (Jan. 1990) when it first appeared in its C2 guise: “Enthusiasts rejoice: the 2 means twice the fun”. Bissoon-Dath also wrote: “Not only does it build on the traditional appeal of the 911, but it is faster, gutsier, more stable and more satisfying”. “The Carrera 2 can be driven at the limit with none of the sweaty-palms theatrics required by older 911s”.
He closed his review with: “Porsche’s prices may see astronomical, but if you ever have a chance to drive a Carrera 2, you’ll probably want to hock the house, the dog and your favourite aunt to buy one. So unless you have an appropriately large bank account – or you like to torture yourself - stay away from this automobile. Otherwise the house is history”.
Of course, any evaluation of the 964 today (as with all other 911 iterations), needs not only to look back at how the car was received, but also forward to the vehicle’s longevity and maintenance and repair issues. But we should be careful not to fall into the trap of expecting of it what we might expect of later iterations. Sure, the 993 has improvements over the 964, but so it should – for the extra money, and simply because it came later.
But the 964 has a special place in the ongoing development of the 911. It was the most modern expression of the concept until the 996. It was about 85% different – yet retained the classical 911 envelop that started to become overdone in the 3.2 before it. Porsche resisted the temptation to over-cater for the North American market!
Within minutes of first driving the 964 a number of things build your enthusiasm: the ultra sharp front end and its point-and-shoot dynamics – the 911 now had full coil front suspension and power steering; effortless gear changes – the 911 now had a truly modern gearbox; rear end stability and driver controllable rear-end-steer – an enhanced rear end; unbelievable torque that rushes from as low as 1,500 rpm – the 911 now had state-of-the-art DME matched to great engine design; mind-blowing breaks – could they get any better?; modern climate control – finally the 911 had air-conditioning that worked!; and the list goes on.
It’s inside the brilliant 3.6 litre engine where the real joy begins. It’s a redesign and enlargement overt the 3.2 before it, which included leading technology enhancements: new throttle-valve assembly; twin-spark technology: new idle-speed stabiliser; better piston cooling; increased oil flow rate; the use of new materials such as Aeterna and improved cooling fan performance
But of course today we now have the benefit of hindsight and yes it had some weaknesses that added to the 911’s running costs, but not necessarily detracting from its overall reliability.
The Best 911 to Date
10 years after the 964 hit the road, Peter Zimmermann with nearly 50 years experience (owner of arguably the USA’s most respected specialist Porsche repair and service centre for models from the 356 to the 993) wrote in his excellent guide to used 911 Porsches -The Used 911 Story: “The C2/C4 line of cars, even with their problems, are arguably the best 911s to date.”
Zimmermann introduces the C2/C4 as: “probably one of the most spectacular road/performance vehicles ever built to date….. it looked like a 911…. Changes were numerous …. Fitted with a 3.6 litre engine that is an absolute marvel…. Power and torque allow this car to accelerate all the way through the rev range in a way never seen before in a production 911. These cars are sensational to drive, and just might have the best brakes known to man.”
Yes, the 964 had issues ranging from trivial to very expensive, which may indicate an overly ambitious release date or a poor testing program. Whatever, most cars owned from new by responsible owners with sufficient liquidity to remain faithful to their authorised service centre, will likely have the weaknesses behind them by now. These weaknesses included: cylinder head sealing design; materials used in engine seals and o-rings; oil line connections; an alternative longer life dual-mass flywheel and adding a breather kit to extract moisture from the distributor belt housing. Such parts redesign/updates are not uncommon in any model as seen in the 3 litre’s clutch rubber damper and 944 cam belts.
Sure, the self opening ashtray and the crack-happy tail light lenses were issues not consistent with a frightfully expensive (in 1990 real dollar terms) German sports car. More seriously, the head gasket-less engine oil leaks were even more disappointing, but, were in most cases rectified under warranty. It was the other longer term oil leak issues discovered from the crankcase, chain box covers and oil lines that became expensive items to rectify.
Most, if not all of the engine oil leak weaknesses have been fully addressed by new seal kits, gaskets and cylinder refinements. So if a car’s history is unknown and there are some telltale signs, or the mileage / engine performance indicators point to the need for major work – take a burger with the lot and have the whole job done in one go. The rewards far outweigh the cost.
The new dual-mass flywheel that so effectively dampened gearbox noise and added refinement to the 964 also became an issue – of cost rather than reliability. So, most owners ultimately replace it with the lighter weight RS version when replacing a worn clutch – a 50% lower cost option.
However, these cars are significantly more complex than their predecessors and therefore, necessarily have a higher cost per kilometre to maintain. It’s simply a matter of checking before you buy; using experienced and knowledgeable repairers and investing in preventative steps such as obtaining the updated breather kit for the distributor belt housing if not already fitted. The reward is to own a stunning, high involvement and thoroughly modern 911.
So where does the 964 sit? For a little more money you get a much more drivable and higher performance car than its 3.2 predecessor. But, for a lot more money you could take a 993. In the Australian market and on a like for like comparison basis, a late 3.2 in top condition will cost you AU$65,000 on average. An excellent early 993 example will set you back about AU$105,000. But an excellent 964 with all its issues fully addressed can be bought for about AU$75,000.
About my own experience. I have had my 964 (1991) for about 3 years. The only failure I have suffered has been to replace headlight globes! I wanted the latest model in top condition I could afford (but even if I could afford a 996 – no way will I have water in my engine, a plastic dashboard, or conventional pedals!!). The 964 offered modernity not found in the 3.2 and affordability not available in the 993 at the time. The deal included full engine resealing (which was first done early in its life) with the new kits and a top end rebuild to be sure. The whole clutch kit was replaced with the flywheel which showed signs of wear. I opted for the RS flywheel for its weight savings and potential durability, but am unconvinced that was a good idea. My ashtray didn’t come with auto-open mode, nor did my rear tail-light lenses come with cracks, so no changes were needed.
Going to a light weight flywheel has the disadvantage of adding gearbox noise to the cabin (who really cares) and a tendency to stall on deceleration (more common if the climate control is running). It seems the stalling is due to the lack of mass (weight) and that the factory “hammer settings” don’t allow higher idle speed settings to counteract that occasional stalling. You learn to live with that, although I am told that fitting a programmable chip can deal with it (comments by 964RS owners would be helpful).
My C2
My C2 has covered 130,000 kilometres of which 40,000 have been since the engine re-seal and top end work. Alas, never a drip of oil and an engine bay to be proud of. Computer analysis shows the engine performance is virtually as per new car spec. Oil pressure when cold is 4.5 to 5 bar. When hot it’s always at 5 bar and pushing above the scale. At idle the needle sits between 3 and 4 bar! It fires up hot or cold in an instant. Not a rattle or creak can be heard even on the worst of our under-funded Australian roads. Because of our generally warm climate I had the sheet metal removed from under the engine. It ensures longer engine seal life through less radiated heat (and you can always be sure to notice an oil leak before it becomes too advanced).
The climate control system is excellent on heating and cooling cycles. But like (it seems) all Porsches the air-conditioning needs a rebuild after about 8 years and that is expensive. Mine was done the year before I bought the car.
Modifications I have made are simple: lowering springs (it now steers like a go-kart and looks brilliant); 17” Cup 1 wheels (perfect with the lowering springs); 964 RS full leather steering wheel (a joy to use); replaced the rear deck with the 3.6 bi-plane version, which I think adds to the flowing lines of the car without overdoing it; added a relay and installed higher output headlights (I think the originals came from a 1953 VW Beetle parts bin!); a sports exhaust has made the stereo system totally redundant! I am considering having a programmable chip fitted but am yet to be convinced of its benefits, but other than that I see no need for any other enhancements.
Finally, the fewer numbers of 964s constructed in comparison to the 3.2 and 993 is no reflection on the car’s desirability. It simply reflected the severity of the global recession from the late 1980s to the mid 1990s. Porsche was hit hard in all markets and worst of all in North America – the 964 was fiercely expensive and there were few buyers around. It was also under a lot of pressure to bring the 911 into the modern era. At that time Porsche knew the 928 was not accepted as a viable replacement for the 911 and so the 964 became the bridge between an icon and the thoroughly modern 993. For many buyers today, the 964 was the last truly classic 911.
10-28-2008, 05:08 PM
#18
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Do it!
Don't believe the nay-sayers. The checked out 964 should give you years of inexpensive fun. Once you buy a good one, you'll spend more money on things you want to do to it than on what you have to do to it. Take the time to buy a good one. This site is a great place to find a good one.
10-28-2008, 05:46 PM
#19
Three Wheelin'
Don't believe the nay-sayers. The checked out 964 should give you years of inexpensive fun. Once you buy a good one, you'll spend more money on things you want to do to it than on what you have to do to it. Take the time to buy a good one. This site is a great place to find a good one.
My c4 has been a great car, bar none. If i figured in all the things that i fixed or replaced because I had too, it would be a pretty small list. Car has never left me stranded, has done everything from daily driver to track work, snowmobile to day care mobile. What amazes me on a regular basis is how solid it is. No squeeks or rattles at 99k. It sounds great, handles fantastic, has heat and ac that work, and if you are easy on the right pedal on the highway, get's pretty good gas mileage. I enjoy working on it, and always have a list of planned mods. Get one checked out, and enjoy.
10-28-2008, 05:48 PM
#20
Nordschleife Master
89 , first year , best year .
Single mass flywheel , better glove box , better lower dash , no air bags , rear suspension as originally designed ie not modified so that it could be a convertible .
Single mass flywheel , better glove box , better lower dash , no air bags , rear suspension as originally designed ie not modified so that it could be a convertible .
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Abe Froman (05-21-2024)
10-28-2008, 08:23 PM
#23
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Blasphemy! Everyone knows that the Cup I's are the best looking wheels on a 964 (except for the Speedlines that came on the turbos)! 
I love the look of the oem Cup I's. Still looking for a set for my RSA. Here's a photo of mine with the speedlines.
Speaking of my car, I own a 93 RSA that has a 1990 engine swapped into it (long story). My 90 model engine is great. However, it has been rebuilt and had the head updates. Once the head updates are done on the early 964 engines, they are just as strong and reliable as the later 964 engines (in my amateur opinion).
I love the look of the oem Cup I's. Still looking for a set for my RSA. Here's a photo of mine with the speedlines.Speaking of my car, I own a 93 RSA that has a 1990 engine swapped into it (long story). My 90 model engine is great. However, it has been rebuilt and had the head updates. Once the head updates are done on the early 964 engines, they are just as strong and reliable as the later 964 engines (in my amateur opinion).
Agree on the Cup I's and Speedlines TR6!
10-28-2008, 10:42 PM
#24
Instructor
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I absolutely love my 1990 Grand Prix White C4 Cabriolet. In New Mexico, we get over 320 days of sunshine a year, and a good 9 months of that can be driven top down. Mine's a daily driver, and I've done every AX our PCA club has had this year (with one more to come, in November), as well as several track days. I happily spend money on tires, and it just had its 60k mile service.
It serves many purposes well, but here are the best: (1) it's dependable transportation, (2) it's as fun as it gets on the street, (3) I can drive it to the track or AX, beat the livin' daylights out of it - full throttle, full brake, repeat all day - then drive it home as if I had been on a Sunday sojourn, (4) here, in Albuquerque at least, there are more SCs and 3.2s, and of course, 996s and 997s, and let's not forget ALL the Boxsters, but very few 964s - it turns heads big time (especially when my wife is driving!).
The SC and 3.2 seem like older sisters - enough said; the 993 looks great but is like the prissy homecoming queen - too good-looking and she's not going to put out; the 964 is perfect - she's very pretty, in an old-fashioned way: athletic, shapely, and she'll do what it takes to get you off.
OK, enough metaphors. I'm going for a drive!
It serves many purposes well, but here are the best: (1) it's dependable transportation, (2) it's as fun as it gets on the street, (3) I can drive it to the track or AX, beat the livin' daylights out of it - full throttle, full brake, repeat all day - then drive it home as if I had been on a Sunday sojourn, (4) here, in Albuquerque at least, there are more SCs and 3.2s, and of course, 996s and 997s, and let's not forget ALL the Boxsters, but very few 964s - it turns heads big time (especially when my wife is driving!).
The SC and 3.2 seem like older sisters - enough said; the 993 looks great but is like the prissy homecoming queen - too good-looking and she's not going to put out; the 964 is perfect - she's very pretty, in an old-fashioned way: athletic, shapely, and she'll do what it takes to get you off.
OK, enough metaphors. I'm going for a drive!
10-29-2008, 12:59 AM
#26
Nordschleife Master
10-30-2008, 06:14 AM
#27
Rennlist Member
+1 on that note! This car was definitely built to last. I have driven others car that handle well and go fast, but the feel of the 964 around a nice bend puts a smile on my face. Solid is definitely synonymous when I think about the 964. I have a 1990 C2 with 100K+ and going strong.
10-30-2008, 01:45 PM
#28
Burning Brakes
Not to discount the real benefits of research but in my case I did absolutely no research at all (including prices) when I bought my 1990 964. I'm not sure I would have bought it had I done some research.
I have always wanted to own a Porsche and was merely accompanying one of my staff members when he was looking at a used Porsche at a speciality dealer. He doesn't drive standard and wanted me along in case he was interested enough to test drive it.
It was exactly what my ideal Porsche should look like and I made an offer for it right on the spot for cash with no conditions except for a PPI.
The Strosek mods are very unique and really adds to the look IMHO. It is really one of a kind.
Fortunately all has been well and she has runs great. I decided to change out the dual mass for a single racing flywheel as while it has very low km's (37,000 km) I didn't want to risk the potential problems as I knew it was the original flywheel.
I just love rawness of the car. My only issue is that in three years of ownership I've only put 7,000 kms on her. With the CAD exchange so good last year I almost sold her for a 2007 997 Turbo but in the end I just couldn't pull the trigger.
I have always wanted to own a Porsche and was merely accompanying one of my staff members when he was looking at a used Porsche at a speciality dealer. He doesn't drive standard and wanted me along in case he was interested enough to test drive it.
It was exactly what my ideal Porsche should look like and I made an offer for it right on the spot for cash with no conditions except for a PPI.
The Strosek mods are very unique and really adds to the look IMHO. It is really one of a kind.
Fortunately all has been well and she has runs great. I decided to change out the dual mass for a single racing flywheel as while it has very low km's (37,000 km) I didn't want to risk the potential problems as I knew it was the original flywheel.
I just love rawness of the car. My only issue is that in three years of ownership I've only put 7,000 kms on her. With the CAD exchange so good last year I almost sold her for a 2007 997 Turbo but in the end I just couldn't pull the trigger.
Last edited by canuck964; 04-06-2012 at 02:53 PM.
10-30-2008, 01:47 PM
#29
Drifting
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Here's an interesting perspective on the 964. I was at the track with my 964 this past weekend and a buddy of mine was there with his 996. We went to lunch in my 964 and when he got out the car and shut the door, he commented how much more solid my door slam felt compared to his 996. He said mine felt/sounded like it was carved from granite compared to his 996. There is something to be said for a hand built Porsche!
10-31-2008, 01:05 PM
#30
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Greg, your comment on the door sound is right on. A friend of mine has a 84 911 and a 996 and the doors do not sound the same. Much better sound in the 911/964s. He is also looking at getting a 964 to add to his stable, I cant wait. One day I'll have one for myself. My dad had a 93 964 RS America. What a sweet car. There is also a book out that talks about all the 964s, help me with the name, anyway its a great book. a must have for anyone looking to buy a 964 or has one already.