Porsche 964/993, Complete History
The Last Air-Cooled 911s
The Porsche 964 and 993 represent the final chapter in the air-cooled 911 story, a lineage that began in 1963 with Ferdinand Alexander Porsche’s original design and ended in 1998 when the water-cooled 996 took over. These two generations took the air-cooled 911 from a brilliantly idiosyncratic sports car into a refined, modern grand tourer without losing the essential character that made the 911 unique.
The 964: Modernising the Legend (1989-1994)
Background and Development
By the mid-1980s, the 911 was under existential threat. Porsche had invested heavily in its front-engined, water-cooled models, the 924, 928, and 944, with the intention of gradually replacing the 911. The 928 was supposed to be the flagship, but buyers weren’t convinced. The 911 continued to outsell the 928, and Porsche’s management reluctantly concluded that the rear-engined icon couldn’t be killed off.
But the 911 needed to evolve. The G-series 911 (the 911 body shape produced from 1974 to 1989) was, by the late 1980s, showing its age. The torsion bar suspension was crude by modern standards. The lack of power steering made parking a workout. There was no ABS. The heating and ventilation system was primitive. Crash protection was minimal. The car looked increasingly old-fashioned next to contemporary competitors.
Porsche’s engineering team, led by Ulrich Bez, was tasked with creating a new 911 that addressed all these shortcomings while retaining the essential 911 character. The internal designation was Type 964.
What Changed
The 964 was the most comprehensive revision of the 911 in the model’s 26-year history. Porsche claimed that 87% of the car’s components were new or significantly revised, and this wasn’t marketing hyperbole.
Engine: The M64 flat-six displaced 3,600cc (up from the G-series’ 3.2 litres), with twin-plug ignition, Bosch Motronic engine management, and 250bhp. It was smoother, more powerful, and cleaner than the previous engine while retaining the characteristic air-cooled flat-six sound.
Suspension: The biggest engineering change. The 964 abandoned the torsion bars that had been a 911 feature since 1963, replacing them with coil springs and MacPherson struts at the front and semi-trailing arms with coil springs at the rear. The ride quality improvement was dramatic, the 964 rode like a modern car while the G-series had bounced and skipped over bumps.
Power steering: Hydraulic power steering was standard for the first time on a 911. This was controversial among purists who valued the unassisted steering feel of earlier cars, but it made the 964 dramatically more usable in daily driving.
ABS: Standard anti-lock brakes. Another first for the 911.
Aerodynamics: The 964 featured a retractable rear spoiler that deployed automatically at 80 km/h and retracted at 10 km/h. The front bumper was integrated into the body (replacing the earlier impact bumpers), giving the car a smoother, more modern appearance.
All-wheel drive: The 964 Carrera 4, launched first in 1989, featured a complex all-wheel-drive system with a planetary centre differential and electronically controlled multi-plate clutch. The system sent up to 31% of torque to the front wheels in normal driving, with more available under slip conditions.
The Carrera 4 Launch (1989)
Porsche chose to launch the all-wheel-drive Carrera 4 first, a strategic decision intended to position the 964 as a technologically advanced car. The C4 arrived at the 1988 Paris Motor Show and went on sale in early 1989.
The response was mixed. The C4 was undeniably more capable than the G-series 911, faster, more refined, better in the wet, and far more comfortable. But the all-wheel-drive system added weight (approximately 75 kg) and complexity, and some journalists felt it dulled the 911’s legendary steering feel and rear-end playfulness.
The Carrera 2 (1990)
The rear-wheel-drive Carrera 2 arrived for the 1990 model year and was immediately recognised as the sweeter car. Without the AWD system’s weight and mechanical losses, the C2 was lighter, sharper, and more engaging. The steering communicated more clearly, the rear end was more adjustable, and the car felt more like a traditional 911, albeit a vastly improved one.
The C2 became the volume seller and remains the most sought-after standard 964 today.
964 Turbo (1991-1994)
The 964 Turbo initially used a turbocharged version of the 3.3-litre engine from the outgoing 930 Turbo, a decision driven by development timelines rather than engineering preference. With 320bhp and the characteristic single-turbo lag-then-boost delivery, it was brutally fast and required respect.
In 1993, Porsche released the 964 Turbo 3.6 with a new turbocharged 3.6-litre engine producing 360bhp. Only approximately 1,437 were built before production ended. The 3.6 Turbo is the more refined and powerful car, and its rarity makes it highly sought-after.
964 RS (1992)
The 964 Carrera RS was the lightweight, track-focused variant, a tradition that stretched back to the legendary 1973 Carrera RS 2.7. The RS featured a stripped interior (no rear seats, simplified door cards, reduced sound insulation), thinner glass, aluminium doors, bonnet, and boot lid, stiffer suspension, and a 260bhp engine tune. Kerb weight was reduced by approximately 100 kg.
The RS was built for homologation purposes and was not officially sold in all markets. Only around 2,282 were produced. It remains the most visceral driving experience in the 964 range and commands significant premiums.
964 Production and Legacy
Porsche built approximately 63,762 964s between 1989 and 1994. The car succeeded in its mission, it modernised the 911 without destroying its character. But it also faced criticism for softening the 911 experience, for the complexity of the C4’s AWD system, and for certain quality issues (particularly the Tiptronic gearbox and early engine concerns).
The 993: Perfecting the Formula (1994-1998)
Development
The 993 was developed under the direction of Horst Marchart (chassis) and the design was overseen by Tony Hatter (exterior) under design chief Harm Lagaay. Where the 964 had been a necessary modernisation, the 993 was an opportunity to refine every aspect of the air-cooled 911 to its ultimate expression.
Porsche knew that the 993 would be the last air-cooled 911, the upcoming 996 would switch to water cooling. This knowledge infused the 993’s development with a sense of purpose: this car had to be the best air-cooled 911 ever made.
Design
The 993’s exterior is a masterpiece of evolutionary design. Every panel was new, but the car was unmistakably a 911. The fenders were smoother and more flowing than the 964’s. The headlights were integrated into the front fenders (losing the 964’s upright “fried egg” headlights). The bumpers were body-coloured and seamlessly integrated. The rear end featured a wider, more integrated spoiler.
The overall effect was of a 911 that had been gently refined rather than redesigned. Many enthusiasts consider the 993 the most beautiful 911 ever made, the perfect balance between the classic proportions and modern execution.
Chassis
The 993’s most significant engineering advancement was its rear suspension. The 964’s semi-trailing arms were replaced with a sophisticated multi-link design (dubbed LSA, Leicht, Stabil, Agil: Light, Stable, Agile) using five links per side. This suspension transformed the 993’s handling, the rear end was more stable, more predictable, and more compliant than any previous 911. The tendency toward snap oversteer that had characterised earlier 911s was dramatically reduced.
The front suspension was revised with new geometry and compliance characteristics, and the steering rack was repositioned for improved feel. Power steering was standard and now better-integrated.
Engine
The 993 used the M64 flat-six in revised form. For the 1995 model year, the VarioRam variable-length intake manifold was introduced, boosting power from 272bhp to 285bhp (though Porsche’s power figures are famously conservative, real-world output was likely higher). VarioRam switches between short and long intake runner lengths at a specific rpm point, optimising torque at low rpm and power at high rpm.
The engine retained all the characteristics that made the air-cooled flat-six special, the distinctive sound, the immediate throttle response, and the mechanical feel that water-cooled engines would never quite replicate.
993 Turbo (1995-1998)
The 993 Turbo was the first twin-turbocharged 911 and the first Turbo with all-wheel drive. Two small KKK K16 turbochargers (one per cylinder bank) produced 408bhp from the 3.6-litre flat-six, a massive increase over the 964 Turbo’s 320/360bhp. The twin-turbo setup virtually eliminated turbo lag, giving the 993 Turbo an almost linear power delivery that was in stark contrast to the on/off boost characteristic of earlier Turbo 911s.
Performance was extraordinary: 0-100 km/h in 4.3 seconds, top speed 290 km/h. The 993 Turbo was one of the fastest production cars in the world and could genuinely challenge supercars costing three times as much.
The AWD system was revised and simplified compared to the 964 C4, with a viscous centre differential that was lighter and more transparent in operation.
993 GT2 (1995-1998)
The 993 GT2 was the ultimate expression of the air-cooled 911, a rear-wheel-drive, twin-turbo, lightweight racing homologation car. Built for FIA GT2 class competition, the road-going GT2 produced 430bhp (later 450bhp in “Evo” form) from the twin-turbo flat-six. The AWD system was deleted to save weight, wide body fenders accommodated massive wheel and tyre combinations, and the interior was stripped.
Approximately 194 road-going GT2s were built. It remains one of the most collectible Porsches ever made, with current values well exceeding $2 million AUD.
993 Carrera S and Carrera 4S (1996-1998)
The Carrera S used the wider Turbo body shell with the naturally aspirated 285bhp engine, giving buyers the Turbo’s dramatic stance without the Turbo’s complexity and running costs. The Carrera 4S added all-wheel drive to the wide-body formula. Both are among the most desirable 993 variants for enthusiasts who want the ultimate naturally aspirated air-cooled 911.
The End of Air Cooling
Production of the 993 ended in 1998. The final 993, a Turbo S, rolled off the line in Zuffenhausen, marking the end of 35 years of air-cooled 911 production. The 996, already in production alongside the 993 for its final year, took over with its water-cooled flat-six and controversial “fried egg” headlights.
The transition was not universally welcomed. Many Porsche enthusiasts viewed the switch to water cooling as the end of an era, and they were right. The 996 was objectively a better car in almost every measurable way, but it lacked the mechanical soul, the distinctive sound, and the analogue character that defined the air-cooled 911. That indefinable quality is what has driven air-cooled 911 values to extraordinary heights in the decades since production ended.
Racing Heritage
964-Based Competition Cars
- 964 Carrera Cup: Porsche’s one-make racing series used 964-based cars from 1990 to 1994. These purpose-built racers produced approximately 275bhp and provided a training ground for future professionals.
- 964 RSR: A full racing variant of the RS, built in very limited numbers for customer teams.
993-Based Competition Cars
- 993 Carrera Cup: Continued the one-make series with 993-based cars from 1994 to 1997.
- 993 GT2 Racing: The GT2 competed successfully in FIA GT2 class racing, with notable results at Le Mans, Daytona, and national GT championships.
- 993 RSR: Customer racing cars based on the GT2, built to various specifications for different racing classes.
Production Numbers
964 (1989-1994)
| Model | Approximate Production |
|---|---|
| Carrera 2 Coupe | ~19,184 |
| Carrera 2 Targa | ~2,776 |
| Carrera 2 Cabriolet | ~7,108 |
| Carrera 4 Coupe | ~13,300 |
| Carrera 4 Targa | ~1,329 |
| Carrera 4 Cabriolet | ~4,230 |
| Turbo 3.3 | ~3,660 |
| Turbo 3.6 | ~1,437 |
| Turbo S | ~86 |
| RS | ~2,282 |
| RS America | ~2,280 |
| Speedster | ~936 |
| Total 964 | ~63,762 |
993 (1994-1998)
| Model | Approximate Production |
|---|---|
| Carrera Coupe | ~22,054 |
| Carrera Cabriolet | ~11,600 |
| Carrera Targa | ~4,583 |
| Carrera S | ~3,714 |
| Carrera 4 Coupe | ~2,884 |
| Carrera 4 Cabriolet | ~1,283 |
| Carrera 4S | ~6,948 |
| Turbo | ~5,978 |
| Turbo S | ~345 |
| GT2 | ~194 |
| RS | ~1,014 |
| Total 993 | ~68,029 |
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