1972 – 911 Carrera RS 2.7: The First True Collector’s Model 79
1975 – 911 Turbo (930): The Whale Tail and the Turbo Era 87
1992 – 964 Carrera RS: The Bridge Between Classic and Modern 95
1994 – 993: The Last of the Air-Cooled Legends 109
1997 – 996: The Water-Cooled Revolution 123
2006 – 997 GT3 RS: The Ultimate Track-Focused 911 131
2011 – 991: A New Era for the 911 137
2019 – 992: Embracing the Future of the 911 149
First Phase (992.1): Carrera, Targa, and Turbo Models 153
High-Performance Lineup: GT3 and More 165
CHAPTER 4
911 in Hollywood 175
Fun Facts and Legacy 177
Porsche’s Powerful Lineupof Brand Ambassadors 195
CHAPTER 5
Collectability and Investment Value of a 911 201
The Enduring Allure of the 911 as a Collector’s Car 203
The Financial Case for Collecting a Porsche 911 211
Noteworthy Porsche Models: Icons of Investment 221
Where to Begin: What Makes a Porsche Investable? 229
A Note on Authenticity 237
CHAPTER 6
The Future of the 911 239 Future Classics 245
EPILOGUE
Love Letter to the Porsche 911 251
Credits 255
Ferdinand Porsche: The Architect of Automotive Excellence
A Humble Beginning
Ferdinand Porsche was born on September 3, 1875, in the small Bohemian town of Maffersdorf (now Vratislavice nad Nisou, Czech Republic). The third child of Anton Porsche, a skilled panel beater, and his wife Anna, Ferdinand grew up in an environment where craftsmanship and engineering were highly valued. While his father hoped he would take over the family business, young Ferdinand had other aspirations.
Even as a child, he was captivated by electricity, a fascination that would shape the course of his life. At just 13, he installed an electric doorbell system in his family’s home. By 16, he had successfully wired the house with electric lighting—at a time when most homes in the AustroHungarian Empire still relied on candles and oil lamps. This innate curiosity and ingenuity set him on a path that would ultimately redefine the automotive industry.
Early Career and the Birth of Innovation
In 1893, Porsche left his hometown and moved to Vienna, securing a position at Vereinigte Elektrizitätswerke, a leading electrical company. His exceptional talent soon caught the attention of his superiors, and within a few years, he found himself working on more ambitious projects. While balancing his fulltime job, he attended night classes at the Imperial Technical School in Liberec (now Vienna University of Technology), further refining his technical skills.
In 1898, Porsche transitioned to Hofwagenfabrik Jacob Lohner & Co., a prestigious coachbuilding company that sought to create electrically powered vehicles. It was here that he truly made a name for himself. In 1900, at the Paris World Exposition, he unveiled the LohnerPorsche—an electrically powered car featuring revolutionary wheelhub motors. This ground
The Original 911
911 Interior Design Over the Decades
The Porsche 911’s interior has undergone a remarkable transformation over the decades, blending functionality, elegance, and cutting edge technology while staying true to its heritage of driverfocused design.
1964 – The Original 911
When the first 911 was introduced in 1964, its interior was a testament to simplicity and efficiency. The cockpit was uncluttered, with a five gauge instrument cluster that provided clear, essential driving data. This signature layout became an iconic feature, placing the tachometer prominently at the center to emphasize the car’s racing DNA. The early models featured a thin, threespoke steering wheel, a minimalist dashboard trimmed in either wood or brushed metal, and bucket seats upholstered in leather or cloth. This combination offered a pure, nononsense driving experience, favoring performance over luxury.
1970s – The G-Series and Safety Enhancements
As the 1970s arrived with the GSeries 911, Porsche refined the interior to enhance comfort and safety. The dashboard and doors incorporated thicker padding to comply with new safety regulations, while the steering wheel became smaller and more ergonomic. The addition of a center console housed the car’s heating and ventilation controls, a feature that became a staple of future models. Seat materials improved, offering better support and durability, particularly in opentop Targa variants, which required upholstery resilient to sun exposure.
Carrera RS 2.7
1994 – 993: The Last of the Air-Cooled Legends
The 1994 Porsche 993 is revered as the last of the air cooled 911s, marking the end of an era before Porsche transitioned to water cooled engines. Beyond its historical significance, the 993 is widely regarded as one of the best driving and most desirable 911s ever made, often referred to as the “King of Porsche” or the “Purists’ Holy Grail.”
A Complete Redesign with a Classic Soul
According to Porsche, the 993 was a significant advance both technically and visually, with only 20% of its parts carried over from its predecessor, the 964. Designed by English designer Tony Hatter, the 993 retained the classic 911 silhouette but introduced modern refinements, such as flared wheel arches, smoother bumpers, an enlarged retractable rear wing, and teardropshaped mirrors. These updates gave the 993 a more aerodynamic and contemporary look while preserving its unmistakable 911 identity.
Revolutionary Suspension and Handling Improvements
Porsche developed a new light alloy rear subframe for the 993, introducing a completely redesigned multilink coil spring and wishbone rear suspension system, known as the Weissach axle. This was a significant advancement, reducing the engine’s impact on handling and virtually eliminating the notorious lift off oversteer that had challenged previous 911 generations. The result was a more stable, predictable, and refined driving experience, making the 993 one of the most balanced and civilized 911s ever built.
Like its predecessors, the 993 was offered in multiple variants, including different body styles, drivetrain configurations, and performance trims. It also introduced a major first for the 911: a sixspeed manual transmission as standard, replacing the previous four and fivespeed gearboxes. This allowed drivers to keep the engine within its optimal torque range above 4,500 rpm, giving them greater flexibility and control over the car’s power delivery.
The Turbo S, introduced in 2005, included the X50 package as standard, along with ceramic brakes (PCCB), 6-disc CD changer, and aluminum-faced instruments. The Turbo was equipped with a sophisticated all-wheel-drive system, ensuring optimal traction and stability. This setup allowed it to accelerate from 0–100 km/h (0–62 mph) in just 3.9 seconds, making it one of the fastest road cars of its time.
The 996 also introduced VarioCam Plus, an advanced variable valve timing system, improving power delivery and efficiency.
The 996 was the first 911 to receive a six-speed manual transmission, offering better acceleration and highspeed cruising ability. Rear-wheel-drive models were available with Porsche’s Tiptronic 5-speed automatic transmission, while all-wheel-drive Carrera 4 models received a new viscous coupling system, making them lighter and more responsive than their 964 and 993 predecessors.
The 996 GT2, a track-focused, rearwheel-drive version of the Turbo, upped the ante with 477 hp, larger turbochargers, and an aggressive aerody-
namics package. It was one of the most extreme 911s ever built, capable of 0-60 mph in 3.9 seconds and a top speed of 196 mph.
The 996 GT3, introduced in 1999, was a raw, lightweight performance machine, inspired by Porsche’s Carrera Cup race cars. Its naturally aspirated 3.6-liter engine produced 355 hp, increasing to 375 hp in the second-generation Mk.II model. It was one of the most engaging and track-capable 911s of its time.
A Controversial Legacy
The 996 was a commercial success, helping Porsche recover from financial difficulties and modernizing the 911 for the new millennium. However, it remains one of the most divisive 911s, largely due to its headlight design, shared parts with the Boxster, and the transition to water cooling. Despite this, its superior handling, lighter weight, and highrevving performance have earned it a growing appreciation among enthusiasts.
2019 – 992: Embracing the Future of the 911
The Porsche 992 is the eighth and current generation of the 911, introduced on 27 November 2018 at the Porsche Experience Center in Los Angeles. It upholds the iconic silhouette that has defined the 911 for decades while integrating advanced materials, technology, and design elements to create one of the most modern, capable, and refined models in the brand’s history.
Design and Engineering Evolution
The 992 features rack andpinion steering, MacPherson strut front suspension, and a rear multilink suspension system. Every variant uses wide rearwheel arches, a design previously reserved mostly for highperformance 911 models, and comes with 20inch wheels at the front and 21inch wheels at the rear, emphasizing the 992’s athletic stance.
Compared to the outgoing 991, the 992’s body is 45 mm (1.8 in) wider and uses alumi
num body panels, reducing weight without compromising structural integrity. The new rear bumper accommodates larger exhaust tips, and the overall styling pays subtle homage to early 911s, most notably in the front fender contours. Other exterior updates include electrical pop out door handles, a fulllength rear light bar, and an optional retractable rear spoiler (depending on the model).
Inside, the straightened dashboard is reminiscent of classic 911 interiors, incorporating two 7inch digital displays on either side of an analog tachometer. This blend of digital and analog keeps the 911’s heritage intact while moving firmly into the modern era.
Powertrain and Technology
At launch, all variants of the 992 came with an 8speed PDK dual clutch transmission, although 7speed and 6speed manual gearboxes have since been introduced on select models
The reasons are clear: scarcity, engineering excellence, and cultural prestige. Special edition models, limited production runs, and iconic variants such as the 1973 Carrera RS 2.7, 964 Turbo 3.6, and 911 R are now fetching six and sevenfigure sums. A wellmaintained, lowmileage RS 2.7 that once traded hands for under $100,000 can now sell for $500,000 to over $1 million. Similarly, the 993 Turbo and Targa, long underappreciated, are now commanding toptier prices, with manualtransmission Carreras starting around $80,000 and climbing sharply from there.
Classic cars, by collector definition, are typically 15 to 25 years old, though age alone does not make a vehicle valuable. What defines a classic is a blend of unusual design, mechanical purity, limited production, and historical significance. Antiques—cars over 100 years old—exist in a different category. But within the classic space, it is Porsche, and the 911 in particular, that consistently rises to the top of investor wish lists.
Why? Because Porsche 911s offer something most collectibles cannot: they are built to be driven. The 911’s mechanical resilience—70% of all Porsches ever made are still on the road means that an owner can enjoy their investment while preserving its longterm value. Some even turn these cars into revenue generating assets, renting them out for photo shoots, weddings, and film productions, helping to offset ownership costs.
Resale performance has not gone unnoticed by authorities in the space. Porsche models regularly sweep Kelley Blue Book’s Best Resale Value Awards, with the Macan, Cayenne, and 911 earning topthree rankings in their respective luxury segments. Whether air cooled classics or modern supercars, the brand’s reputation for
