Porsche 996 Turbo & Turbo S buyer’s guide

The 996 Turbo owes its outstanding reputation above all to its engine, named after the man who developed it, Hans Mezger. Unlike the regular 996 models with their new M96 engine, the Turbo received a development of the proven competition unit from the 911 GT1.

• A tough aluminium crankcase with integral cylinders rather than separate liners
• Dry-sump lubrication with a separate oil tank
• A separate oil feed for the turbochargers
• VarioCam Plus and twin-plug ignition, with two plugs per cylinder
• No IMS problem: the Mezger engine does not suffer the intermediate shaft bearing failure of the Carrera models

• Oil leaks at the chain case cover and the rocker cover gaskets. An involved repair: the engine has to come out
• Coolant lines: the plastic pipes go brittle, and the bonded connections at the block can come loose (loss of coolant)
• Turbochargers: bearing play or leaks at high mileage, and an expensive overhaul
• Clutch: a wearing part, which under hard driving often lasts only 40,000 to 60,000 km. The gearbox has to come out to replace it
• All-wheel drive: the viscous coupling can wear and cause vibration
• Tiptronic: shift problems are possible at high mileage, particularly on remapped cars

• Front axle bushes and wishbones wear and cause a rattle over bumps
• Dampers go hard or start to leak
• The standard brakes with 330 mm discs: solid and trouble-free
• PCCB ceramic brakes (standard on the S): extremely long-lasting, but a single disc costs €3,000 to €4,000. Check for chipped edges and cracks
• The rear spoiler hydraulics leak: the wing rises crooked or not at all
• Water ingress on Cabriolets with hardened seals
• Check for corrosion in the wheel arches and at the sill end caps

• PCM failures on the older systems (navigation, radio), especially the early PCM I
• Air conditioning: failed condensers at the front, or compressors
• Wear to the driver’s seat bolster and a worn steering wheel at high mileage
• Soft-touch paint: the coating flakes off plastic parts (the climate control panel, the radio surround)
• Failed window motors, ageing seat electrics, and rattles from loose trim
• Check the carpets for damp, which can point to water ingress

The 996 interior is regarded as less well finished than the 993 before it or the 997 after it, but the ergonomics are good. The Turbo S comes fully equipped as standard, with aluminium-finish dials, carbon-fibre interior strips and Turbo S logos on the sill plates and headrests.

The power delivery: The standard car has 420 PS (309 kW) at 6,000 rpm and 560 Nm from as low as 2,700 to 4,600 rpm. With the X50 package, or as the Turbo S, 450 PS (331 kW) at 5,700 rpm and 620 Nm. Impressive flexibility in every gear.

All-wheel drive: A viscous coupling with variable torque split, nominally 35 per cent front and 65 per cent rear, plus an electronic limited-slip differential and PSM (Porsche Stability Management).

Transmission: Six-speed manual (sportier and more wanted) or five-speed Tiptronic S (more comfortable, marginally slower to accelerate).

The Mezger engine’s tuning potential:

• Stage 1: a remap, around 480 to 500 PS
• Stage 2: modified turbochargers, intake and exhaust, 550 to 600 PS
• Stage 3: a strengthened engine and larger turbochargers, with over 700 PS possible

What to check when buying: How it starts from cold, whether boost builds smoothly and progressively, oil consumption (a pointer to the turbochargers), coolant loss, the exhaust for leaks, and on modified cars the quality and documentation of the work.

Suspension: MacPherson struts at the front, a multi-link rear axle, anti-roll bars at both ends and a lower ride height than the Carrera. Sports suspension (10 mm lower again) or PASM were optional.

Brake systems:

• Standard: 330 mm discs all round, ventilated and cross-drilled, with four-piston monobloc fixed calipers
• PCCB: 350 mm ceramic discs, six-piston calipers at the front, yellow calipers, up to 50 per cent lighter, but up to €4,000 for a replacement disc

Wheels: Standard tyres are 225/40 ZR 18 at the front and 295/30 ZR 18 at the rear, with several wheel designs specific to the Turbo.

What to check: Rattles or knocking over bumps (front axle bushes, wishbones), scoring on the discs, cracks and chipped edges on PCCB, and even tyre wear as a sign that the geometry is right.

Turbo features: flared wings, large front intakes for the intercoolers, additional intakes ahead of the rear wheels, a fixed rear wing, twin tailpipes, clear indicator lenses, and bi-xenon headlights as standard from the MK2.

Coupé or Cabriolet: The Cabriolet (from 2003) carries structural reinforcement, weighs around 70 kg more and is marginally slower. The fabric hood is fully automatic and works at up to 50 km/h.

Inspection tips:

• Check the panel gaps: irregularities point to accident damage
• Examine the sills, wheel arches and underside (the front spoiler in particular)
• On Cabriolets, test the water drains and the hood mechanism
• Look over the nose for stone chips
• Have the car’s history checked for accident damage

Before you buy: Budget realistically (running costs, insurance, repairs), research current market prices and find a specialist workshop nearby.

Viewing and test drive: in daylight and dry weather, allowing at least one to two hours, with the engine cold when you arrive (so you can hear it start), a test drive of at least 30 minutes, and if possible an expert with you.

Checking the paperwork: an unbroken service history with the service book and invoices, Porsche stamps, evidence of repairs for the known problems, freedom from accident damage, and that the chassis number and specification match.

The variants worth having: the MK2 Turbo with a manual gearbox (the best balance), the Turbo with the X50 package (almost Turbo S power at a lower price) and the Turbo S (a future classic).

Be wary of: heavily modified cars without documentation, a patchy history, PCCB at high mileage, and imported cars of unclear origin.

A specialist inspection before you buy: €300 to €600, and strongly recommended. Ideally with a fault-code read of every control unit, a compression test, a check for hidden accident damage, a suspension check with geometry measurement, and a brake test.

Equipment that adds value: a manual gearbox, sports seats or electric comfort seats, the factory X50 package, PCM II, classic colours (silver, black or dark blue with a black interior), factory sports suspension and PASM.