Last week I posted about 10 Things you might not know about the Porsche 993. The video below, narrated by Patrick Stewart (of Star Trek fame) and hosted by Hurley Haywood (of Porsche endurance racing fame) is very informative and answered a few additional esoteric questions I had always wondered about. Are any of you the original owner of your 993? Do you have an original VHS copy of this tape? If so, please get in touch with me and let me know as I would love to get a copy.

Enjoy the video.

Top 10 Quirks about the Porsche 993

1. By removing the intermittent wiper relay you can park your wipers on the passenger’s side of the windshield. The only cost is your intermittent wiper feature is disabled.
2. Porsche designed a completely new dashboard for the 993. The 1965-style dash was retained because Porsche was still in dire financial straights during the development phase (1991-1992.)
3. Narrow-body 993s came standard with 16″ alloys, which makes the stock “SUV” ride height even more silly looking. Almost all 993s upgraded to the 17″ wheels.
4. If you want to stop your rear spoiler from flapping up and down continuously, just depress it once in the up position when the vehicle exceeds 10mph.
5. The mirrors on the car are not symmetrically positioned.
6. The steering wheel is slightly off center relative to the drivers seat.
7. The roof line and luggage compartment is not only identical to the 964′s , but remains unchanged since 1974.
8. The body of a 993 is not mounted on a chassis in the center, it’s slightly towards the passenger side.
9. The word Varioram was not cast onto the intake until about half way through the ’96 production year and not all cars received this treatment.
10. Engines in the Turbo models sit 40mm further back in the compartment compared to non-turbo cars.

Did I miss anything major? Let me know. What about other models? What are the quirks of the early 911s, 930, 964, 996 and 997? What about the Boxsters and Cayennes? Let’s not forget the 924, 944 and 968s.

[Source: Rennlist, Adrian Streather, Individual Contributors to 993C4S.com]

Porsche 993 Turbo vs. a 993 Turbo S

• The Porsche 993 Turbo S is a product of the Porsche Exclusiv department (more on this in a later post)
• The Turbo S has two larger K-24 Turbo chargers
• The Motronic engine control unit received an electronic upgrade
• The Turbo S has an additional oil cooler installed
• The dual exhaust was modified and included Quad round tips vs. the dual ovals on the standard turbo
• Combine the above with a few other minor engine improvements and this created an engine that produced 424 hp or 25 hp more than the standard turbo
• There is an ongoing debate as to the weight of the Turbo S vs. the standard Turbo. Supposedly due to the larger turbo chargers, full leather and carbon interior that was standard on all S models, the weight could possible be 66lbs heavier than the 3307lb standard Turbo, thus negating some of the HP gain

The info above captures most of the mechanical differences between the two cars. That leads us to the second part of this post

What are the styling difference?

• Yellow brake calipers vs. “Big Reds”
• European front spoiler with brake cooling ducts
• Full-leather (including air-vent louvers) and carbon fiber interior with aluminum gauges was standard
• Carbon fiber door sills with Turbo S script
• Carbon fiber shock tower braces
• Aerokit II rear spoiler from Porsche Exclusiv
• Quad round exhaust tips (instead of two ovals as noted above)
• Air scoops in rear fenders
• Wheels were matt finish vs. gloss

I’m pretty sure I’ve captured the major differences, but if I’ve missed anything let me know. Tomorrow’s post takes a look at one of Porsche’s earliest (and perhaps most ugly) designs.

Is the price justified?

Scott McCloud (sales manager at TruSpeed) doesn’t think that previous celebrity ownership should play a big role in the pricing and sale of the car. In fact, he believes the car’s other, more unique features are what set it apart from the very few Porsche Turbo S’s on the market.

1997 Porsche Turbo S Features

• 1st Turbo S built and imported to the US
• The only one produced in Turquoise Blue (the color is slowly growing on me)
• Factory cell phone with special console
• Low miles (only 8,000)
• The first of only 175 built in 1997 and one of only 345 total between ’97 and ‘98 (production numbers vary by a few cars depending on source. My numbers are courtesy of (Adrian Streather’s “Porsche 993 The Essential Companion”)

As it happens, past sales may prove that celebrity ownership can provide a premium. One of Seinfeld’s beloved 356’s sold at a Barrett Jackson auction in 1997 for $82,950 or, almost twice the then going market price. The new owner didn’t mind the additional expense as they too thought the celebrity provenance would help to increase attendance at the museum where the car would be shown. See the full article here.

On-line rumor mill

There has been a lot of discussion regarding this car on various web forums – such as Rennlist and 6Speedonline. I have read significant speculation on provenance, pricing, and length of time it has been for sale (in fact, some think it has been for sale continuously for the past two years). In order to put some of this to rest, I decided to make a few phone calls and find out directly for myself.

Here’s what I learned:

• The car was originally ordered for Jerry Seinfeld through Circle Porsche of Long Beach California
• Seinfeld had the car as part of his collection until sometime in late 2005 early 2006
• It was then offered for sale by Seinfeld’s fleet manager (Sam Cabiglio) through Richard Sloan of Sloan Cars in CT (Richard has sold other Seinfeld cars in the past)
• Richard sold the car to a private collector
• The car then returned to Sloan (via the unnamed private collector) and was subsequently sold to TruSpeed about six (6) months ago
• The car is fully documented as to provenance, ownership and service history

Bottom line, this is a unique car and unique cars require unique buyers. As the first in a production series, along with the only one of its kind color, low miles, and factory options this will make a very nice addition to someone’s collection. My only hope, as a true Porsche enthusiast, is that it gets driven and enjoyed the way a car of this caliber should be. Please click on any of the additional thumbnails below for full-size images.

First and last air-cooled Porsches

As an interesting factoid, among the other Porsches owned by Seinfeld are the first air-cooled 911 and the last air-cooled 911 (both pictured here).

Quick update: As you can see from the comments below, the information I was given may not have been 100% accurate. Check out this post for the most up to date information on Seinfeld’s 993 Turbo S.

Related Posts
Jerry Seinfeld’s 1994 Porsche Speedster 911 Sold at Auction
Seinfeld’s 97 Porsche 993 Turbo S on the eBay Auction Block
Differences Between a Porsche 993 Turbo and a Porsche 993 Turbo S
Porsche 993 Twin Turbo compared to a Porsche 997 Twin Turbo
Porsche Goes to Hollywood
The Most Famous Porsche

[Source: TruSpeed Motorsports, Richard Sloan, NY Times; Picture Source: TruSpeed Motorsports, Hillman Images]

• What is the likelihood of rust forming on a Porsche 993? - The true answer is it depends. What it depends on is where you live and when you drive. 993s for the most part do very well with rust.

• Where does rust form? -  There are a few known trouble spots that all cars have the potential for (regardless of where and when you drive them).
  • Windshield
  • Door Windows
  • Rear Windows
  • Inside Bottom Mounts where the headlights sit

The problems listed above are usually due to improperly replaced seals or faulty/aged/rotted seals. Let’s face it, even the newest 993s are now going on 10 years old. These seals don’t last forever. And if you have ever had to replace a windscreen or door window, it’s possible that even if the seal was done correctly, they may not have put on the proper coat of rust-proofing paint/primer under the seal to make sure there is no exposed metal.

• What are the signs? - Finding rust on a 993 is pretty easy as for the most part , the corrosion can’t hide.
  • Finding a leaking windshield is easy as you will get water dripping into the interior on or around your feet. Your mats/rugs may be wet.
  • Door Windows are a bit tougher, but you can usually detect it from a rattling sound when opening and closing the door. I know in my old Jeep GrandWagoneer that the door seals go very easily. One way to drain them is to open the door and hold it open for a minute. This is because the drain seals are fit tight against the lower seal if the door is shut. So opening it allows for better draining. This is true of the 993 as well.
  • It’s easy to tell if the rear window is leaking because you will have water, wet spots or water stains on the rear shelf where the speakers are mounted.
  • The headlights are the tricky part as you need to actually take the assembly out and look for corrosion.

If you live in a cold climate where there is opportunity for snow and salt, or use your car as a daily driver and it gets wet frequently, you are even more likely to have additional rust problems. Some common ones that I have seen are:

•  
  • support struts
  • any metal part that is exposed and not rust proofed (caps on ball joints)

• Prevention/What can be done about it? - You need to carefully inspect your car and the seals, especially as it ages.
  • Windshield. You can gently lift up the seals (especially on the lower corners) and look for rust that can’t yet be seen. If rust is already forming, then you need to have the windshield replaced along with the gasket. The key in this replacement process is to get rid of any and all existing rust and to reseal the bare metal prior to replacing the gasket.
  • Door Windows. Keep both your doors open for a minute or two after getting the car wet (either driving in the rain or a car wash). This will allow the doors to properly drain in the event the seal is no good. Pay close attention to the passenger side as it may not be used as much and you may not notice it.
  • Rear Window. Same as the windshield.
  • Inside Bottom Mounts (headlights). You can take headlights out and look for corrosion. This can happen if the car is driven in wet conditions frequently. Does anyone know how to tighten this seal to not allow moisture in?

The info above is not meant to be comprehensive, so if anyone reading has additional information, please feel free to pitch in using the comment function or email me at johnsirving@gmail.com

Having had the 993tt for a couple of weeks now and the 997tt for a year, I have had a chance to formulate some opinions of the differences/similarities between the 2 cars.

Body - the 993tt is a visual treat. Very sensual lines in a tidy package that is not overly garish. The shape of the car itself is pleasing to the eye and needs no tacky add-ons to make it a stunner. The 997tt is larger and more modern appearing, but has lost some of the distinctive lines. The 997tt looks like it needs some additional “flair” to catch the eye.

Interior - the 993tt has a nice “cockpit” feel, with the more upright windshield allowing the best visibility possible in a sportscar. Switchwork while not as ergonomic certainly still has a quality tactile feel. The materials are high in quality and the interior has held up very well to time. The 997tt interior has a better layout for the driver to reach all the controls, quality is high save for the annoying volcano-grey plastic trim paint.

Suspension - the 993tt HD/M030 setup is extremely compliant and great for a daily driver. It gives up very little comfort to a Mercedes, yet is amazingly free of waddle in cornering. This combo outshines any of the comfort/performance duality that BMW is so famous for in its sports sedans. The 997tt suspension feels tighter and more edgy. Turn-in is much crisper with less softness to the handling. Some of this may be attributable to the 19″ roadwheels and short profile tires, but still the 997 setup is the sharper tool.

Engine - the 993tt motor is smooth, competent but not shocking anymore. There is mild lag and smooth firm torque thru the gears. The 997tt motor is much stronger and has more perceptible off-throttle lag, most likely since it is boosting to 1.2bar.

Overall the 993tt is a delight. I find myself reaching for these keys more than the 997tt. The car feels tight even at 75k miles. It does not rattle (I fixed the squeaking windshield trim with caulk filler foam), and the appearance is simply classic and majestic in a way that could never be dated (at the same time it could never be called garish). It is the “favorite blue jeans” vs the “chic European slacks” of the 997tt. I love this combo far more than the 997gt3/tt combo.

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Rennlist #040131-4711

I’m really interested in continuing this category of comparison rides. If any of you out there would like to contribute and have done a comparison of your 993 to anything else, let me know. You can either contact me directly at johnsirving@gmail.com or by leaving comments right on the blog. My intent is to continue to give you my comparisons, as the opportunity allows. However, living in the NorthEast, my cars are away for the winter as are most of the cars of my friends that I would compare it too.

The results were surprising:

Acceleration - To my surprise, the M3 was/is faster than my 993, I guess after seeing the spec I shouldn’t have been so surprised. The BMW has 333 HP which takes you from zero to sixty in 4.8 seconds vs. 4.9 for my 97 C4S with a M64/21 engine producing 285hp. So, while it’s not getting blown away, it is still a touch faster in a straight-line.

Top Speed - Very close call here. The BMW has a published top speed of 155 mhp while the 97 C4S has published top speed of 157 mph (on a side note, the C2S has top speed of 160 mph).

Transmission - To the best of my knowledge the 993C4S was not available with Tiptronic (which is a good thing). The 6 speed, close ratio transmission is easy to use and has nice, quick, short throws for fast gear changes. My friend’s BMW has the SMG Drivelogic tranny or SMG II. This is a Formula 1-style electrohydraulic manual gearbox with no clutch pedal. Basically, it is an F1 style paddle shifter on the steering wheel. From a coolness factor, I think this wins, but I still prefer the feel of the clutch and a short-throw shifter.

Handling - This is purely subjective. I think the Porsche 993 C4S is the winner hands down. It basically sticks to the road and with the all-wheel drive and is much more forgiving than most other Porsches. I also think you have a better “road-feel” in the 993 than in the BMW.

Brakes - The Porsche is the clear winner here! I mean come on we’re talking about the “Big Red Brakes” from the Turbo series. This car stops when you want it to and where you want it to. That’s all there is to it.

Consumables and Maintenance - Both cars have their pros and cons in this area. While I don’t have exact numbers on costs of ownership, the Porsche seems to have a slight advantage for a few reasons. 1. The Porsche 911 model has been around much longer and as a result has a larger number of service techs and shops available to choose from. 2. I personally know of at least four (4) 993s being driven as daily drivers with an excess of 100,000 miles each. I can’t say the same for any M3 (I’m sure they exist, I just don’t know of them). 3. The 993 C4S if driven lightly can receive well in excess of 24 miles per gallon; while the BMW is known to consume gas at a much higher rate.

Interior - Again, this is a subjective choice. The BMW has a more modern feel to it with a more conspicuous amount of electronics and computers. I personally like the big dials of the Porsche and that same look and feel that is uniquely Porsche from the 1960s on (my aluminum gauges don’t hurt either from an aesthetic point of view). The BMW has more interior space and more trunk space, but most likely you’re not buying either of these cars to store luggage or tote around a family. From a driver’s perspective, the 993 is more driver friendly with the gauge layout and has more legroom than the BMW.

Appearance - The 993 is the clear winner here. Many say that the Porsche 993 C4S is the culmination of 40 years of design. The Turbo-wide body look, the aggressive stance, etc. I can’t even tell you how many nights I walk out to my garage just to look at my car. It looks fast just sitting there. Recently, the MOFA in Boston did a show on some of Ralph Lauren’s car collection. While the show did not include a 993 it did include a 959 (which we all know is just another 911 derivative from a styling standpoint). There wasn’t an M3 to be seen within a mile of the place.

I’m interested in knowing if we have any BMW readers and your thoughts on this comparison. My opinion is biased, obviously, but I still think I fairly described things.

My cousin is a big Subaru WRX fan and has been busting my chops about how good these “tuner” cars are. I’ll probably work on a little comparison of that next.

I’m biased as I own a C4S. I bought this car not only for the look (wide body Turbo look) but for the all wheel drive as well. I’ve driven quite a few Porsches and while I enjoy the “driving spirit” of the rear-engine two wheel drive versions, there is some comfort in knowing that with an all-wheel drive version the idea of going “ass over teakettle” has basically been taken out of the equation.

So, what are the major differences between the two and which one is a better car?

Major Differences:

• Options - The Carrera 4 has certain standard equipment that is only available as options on the Carrera
  • Braking System. The Carrera 4 has the ABD or Automatic Braking Differential
  • Differential. The Carrera 4 has a mechanical 22 – 40% lock limited slip.
  • 18″ Wheels
  • Big Red Brakes/Turbo Brakes
  • MacPherson Struts (same as option code MO33)
  • Turbo look wide body
• Weight -
  • The Carrera weighs in roughly at 3014 lbs (1370 kilos) vs. 3120 lbs (1420 kilos)
• Performance -
  • The Carrera has a slight edge due to lower weight. However, this edge is only noticeable on the track as top speed is only 3mph more and doesn’t become really noticeable until you get to quarter mile times.
  • As a note, any performance advantages are lost if weather conditions are anything less than dry. At this point the Carrera 4 takes over with a marked difference.
• Resale -
  • This remains to be seen. I’ve been thinking of starting a thread on this to track pricing and sales, but I’m still undecided.
  • Based on my research and tracking of pricing the C4S carries a premium over everything but Turbo’s and other limited editions (such as the GTs, RS’s, etc.).

So, who’s the winner? I don’t think there is a clear one here. Again, as I’m biased, I would say the Carrera 4, specifically the C4S coupe wins each time, I know others would say different. Let me know what you think?

WARNING!!!! The following is outright blatant advertising. However, I am hoping that I can provide enough decent content that makes it worthwhile for people to read my blog. So, in an effort to help pay for my hosting costs, I’ll occasionaly provide links to things that I think are worthwhile with regard to Porsche 993(s).

In this instance, some of the information provided above came from “Porsche 993 The Essential Companion” written by Adrian Streather. I’ve done my best to make sure that the things I advertise or “recommend” are useful and are things that I use myself or have used in the past. In this case, Adrian’s book has been a constant companion and helped immensly in the purchase of my 993.

Over time, I’ve noticed the following:

1. If I leave the car sitting for a couple of weeks, but don’t engage the alarm, the battery will be fine.  I think between the LED light on the door and whatever the alarm has engaged internally, this provides some type of drain on the battery.  The result is, when the car is in my garage (which has it’s own alarm) I no longer engage the factory 993 alarm.  This has help tremendously in saving the battery.

2. In the event that the battery does discharge fully or gets disconnected, the data for the engine electronics (which is stored in the control unit) will be erased.  So, when you recharge and or reconnect the battery the engine needs to run for about 10 minutes in order for the control unit to reprogram and re-acquire the proper data.  While this is happening, it’s possible for the engine to idle fast and uneven.

3. If you use a regular lead-acid battery vs. the new sealed or gel batteries, you need to maintain the water level properly (especially in hot climates).  Loss of electrolyte (which the water is part of) is said to be the cause of more than half of early battery failures and this happens through simple evaporation during the summer and in hot weather.  If you keep a close watch, ensuring that all the plates in the battery are covered, you effectively extend the life of your battery.  Make sure you only use distilled water when you replenish your battery cells.

Lastly, don’t forget that if your battery discharges or you disconnect it, you will have to re-active your stereo with a code (this assumes you have the stock radio installed by Porsche).  When the battery comes back to life, or you reconnect it, the display will ready “CODE”, with a flashing letter “C”.  At this point you need to enter you code, which if you’re anything like me is highly unlikely as you won’t remember it and you lost the radio code card long ago.  Hopefully, your sales person or dealer was kind enough to write in down somewhere on one of your manuals or put a copy somewhere in your glovebox.  After desperately searching, if you still can’t find the code, try calling the dealer with your VIN#; if you can convince them that you are the true owner of the 993 in question, they should be able to give you the code.

My very first Porsche was a 1973 911T. As some of you may know, the older 911′s didn’t have the big, bulky console in the middle. In fact, up until 1973, the driver’s area was open to the passenger area (with only the stick shift in the way) giving even more room to spread your legs and get comfortable. However, even with the advent of the console, there is still plenty of room for big and tall men in the Porsche 993.

I find that I fit quite comfortably with the seat adjusted properly. In fact, this summer my wife and I took a long road trip from Maine to Prince Edward Island in our 1997 Carrera 4S. We put about 1500 miles on the car over the course of four (4) days. Toward the end of one 500 mile stretch my legs were starting to get a bit cramped, but for the most part we were very comfortable.

So, if you’re thinking of purchasing a 993 and are concerned that you may not fit, I wouldn’t worry. Even if you are very tall (I’m talking professional basketball height) there are plenty of places available that can help with a tall man conversion.

I would love to see some pictures from any of you showing how you fit into your 993. Let me know.