Imagine a sports car, and there's a good chance you're picturing a Porsche 911. With a history stretching back into the 1960s, it's one of the most iconic vehicles ever made. Unlike other sports cars, the 911's layout and styling have slowly evolved over the decades, keeping its distinctive teardrop shape and unique rear-engine powertrain placement. In 1964, it replaced the Porsche 356, which was heavily inspired by Ferdinand Porsche's previous success with the Volkswagen Beetle.
Having the engine resting behind the rear axle gives the 911 a rear weight bias and encourages oversteer or fishtailing if the driver lifts off the throttle in a fast corner, which is great if you're trying to extract the maximum amount of handling performance but can be terrifying for novice drivers. Advances in engineering and technology have made the 911 more balanced and manageable, rendering it appropriate for comfortable touring or racetrack dominance.
The engine itself is also noteworthy as one of the few horizontally opposed "boxer" engines sold today. Its past is packed with a variety of evolutions, and there have often been a dizzying array to choose from within a single model year. With such a rich history, it's no wonder the Porsche 911 is so popular, and we contend that everyone should drive one at least once in their life.
Porsche 911 Buying Guide: Cost, Reliability, and the Best Years to Buy
- Frequently Asked Questions
- Porsche 911 Pros and cons
- Porsche 911 generations
- Eighth generation (2020 - present)
- Seventh generation (2012 - 2019)
- Sixth Generation (2005 - 2013)
- Fifth Generation (1999 - 2004)
- Fourth Generation (1994 - 1998)
- Third Generation (1989 - 1993)
- Second Generation (1974 - 1988)
- First Generation (1964 - 1973)
Frequently Asked Questions
Which Porsche 911 years are the best?
If we're talking purely about performance, then the latest batch of 911s are the best. They have tons of power, and ample tech features ensure they’re controllable. Those systems tend to take the driver slightly out of the equation, leading purists to lean more toward the fourth-generation 993 variants that marked the end of the air-cooled era.
Which Porsche 911 years are the worst?
The 1970s were a dark time in the automotive industry with the ongoing fuel crisis. In an effort to combat rising prices, Porsche re-introduced its four-cylinder 912 model, to great disappointment. The 912s from the original 1965 debut are also somewhat derided, but they have found a niche group of fans in recent years.
Is the Porsche 911 a good deal?
The Porsche 911 holds its value better than competing sports cars, which means you'll pay more for used examples, but that’s good news if you're selling. Prices vary wildly and have recently increased by alarming amounts, while limited editions and rarer models can be especially expensive and they often appreciate. Whatever the price, you can’t go wrong with a 911 if you're looking to have fun.
Porsche 911 Pros and cons
Pros:
- Excellent all-around performance
- Iconic style and popular around the world
- Unique engine layout
Cons:
- Pricey new or used
- Limited passenger and cargo space
- Expensive to maintain
Porsche 911 generations
Eighth generation (2020 - present)
The new Porsche 911 represents the eighth generation, which is known as the 992 among insiders. In terms of size, the new car measured two inches longer than the previous 991 generation, but you'd still need a keen eye to tell them apart. As with many 911 changes, one of the easiest ways to identify generations is by comparing the front and rear lights. The 992 has more intricate elements behind the ovoid headlight lens, and the taillights are integrated into a narrow strip that spans the rear deck. There are also lots of minor differences between the trim levels.
The entry-level Porsche 911 Carrera came with a turbocharged 3.0-liter horizontally-opposed six-cylinder "boxer" engine that produced 379 horsepower and 331 pound-feet of torque. It was mated to an eight-speed automated dual-clutch transmission (called PDK in Porsche-speak) that sent power to the rear wheels. The 911 Carrera 4 had the same engine but added all-wheel drive (AWD), while the Carrera S and the 4S (AWD) increased power output to 443hp and 390 lb-ft of torque, and were also eligible for a seven-speed manual transmission.
In keeping with Porsche tradition, the following model year added more variants. These included the Targa body style, with a retractable but not fully convertible roof, and were offered in 911 Targa 4 and Targa 4S trim levels that mirrored the corresponding Carrera 4 and Carrera 4S specs. The bigger story was the reintroduction of the top-end Turbo model, with a 3.8-liter boxer six-cylinder engine good for 572hp and 553 lb-ft of torque. It was only offered with AWD and the automated PDK transmission, while the Porsche 911 Turbo S increased power and torque even more, to 640hp and 590 lb-ft.
The 2022 model year brought back the 911 Carrera 4 GTS and GT3 trims. The GTS models serve as a middle ground between the entry-level Carreras and the more serious Turbos. Building on the Carrera's engine, power increased to 473hp and 420 lb-ft of torque, and it was available as either a coupe, convertible, or Targa. The GT3 was more of a track-day demon, with a naturally aspirated 4.0-liter engine that produced 502hp and 346 lb-ft. A seven-speed PDK or a six-speed manual were the transmission choices.
For 2023, the lineup grew to include the lightweight Carrera T that was only offered with the seven-speed manual transmission, had no rear seats, and reduced the sound insulation for a rawer and more engaging driving experience. The Porsche 911 GT3 RS took its racetrack pedigree to loftier heights, with 518hp, a huge rear wing, a race-tuned suspension, and many other aerodynamic tweaks.
If that wasn't enough, an off-road Dakar version also debuted alongside an America Edition and a Sport Classic model. The Dakar was limited to only 2,500 examples and uses the GTS as a base, adding a high-riding suspension system, a center-locking differential, and all-terrain tires. The America Edition was also based on the GTS but only added patriotic graphics. The 911 Sport Classic had a 543hp engine and a distinctive retro ducktail spoiler.
Another limited edition model arrived in 2024 in the form of the 911 S/T. It combined the GT3 chassis with the GT3 RS engine and a manual transmission. It was the lightest 911, thanks to thinner window glass, magnesium wheels, and carbon fiber bodywork. Only 1,963 S/Ts were built.
A refresh took place for the 2025 model year, with slightly different front- and rear-end styling, a fully digital instrument panel, and some minor interior updates, while the base Carrera engine also got a minor boost to 388hp. More importantly, the 911 entered the hybrid age, with a new GTS engine. Its 3.6-liter six-cylinder turbo was paired with an electric motor in the transmission, combining to produce 532hp and 449 lb-ft of torque. A full EV like the Porsche Taycan it was not, but a smattering of electrification in such a hallowed sports car is a sign of the times.
Fuel efficiency obviously varies by model, with the base Carrera achieving an EPA-estimated 21 mpg in combined city and highway driving. Most Turbo models were estimated at 16 mpg, while the GT3 and S/T variants brought up the rear with a 15-mpg combined estimate.
As is common with many high-end luxury and sport exotic vehicles, the Porsche 911 has not been evaluated by the National Highway Traffic Safety Administration (NHTSA) or the Insurance Institute for Highway Safety (IIHS). The 911 has a good reputation for crashworthiness, but that's tempered by its performance potential, which can exponentially increase risk.
The eighth-generation 911 (992) was issued one serious recall for certain models with a single center wheel nut that could work its way loose. Other minor recalls were issued for the driveshaft, the pedal linkage, suspension elements, window adhesives, the hazard lights, and the rear seat belts.
Porsche 911s typically retain their value better than other luxury or sports cars, losing only between 10 percent and 15 percent in the first five years of ownership. Limited edition models, such as the 911 Dakar, and range-topping versions, such as the GT3 RS, are expected to hold their value even better or even increase if they’re especially rare.
Seventh generation (2012 - 2019)
The seventh-generation Porsche 911 debuted in the 2012 model year and is often referred to as the 991. It was a little more than an inch longer than the previous 997 generation, and one of its distinguishing traits was a thin bar that ran between the taillights. While performance increased, driver engagement sadly didn’t. The switch from hydraulic to electric power steering removed much of the feedback through the steering wheel that racers and drivers use to determine the level of front tire traction.
The 2012 debut started with some confusion, as the new 911 was sold alongside the previous generation. Initially, the only new 992 models included the base Carrera and the Carrera S in coupe form, while cabriolets followed later in the year.
The Carrera was powered by a 3.4-liter six-cylinder boxer engine that produced 350hp and 287 lb-ft of torque. A seven-speed automated PDK transmission was offered, as was a seven-speed manual, both driving the rear wheels. The Carrera S upgraded to a 3.8-liter engine that increased output to 400hp and 325 lb-ft. Carryover 997-generation models included the coupe, the cabriolet and the Targa variants in 4, 4S, Turbo, 911 Carrera GTS, GT2 RS, and GT3 RS trims.
For the 2013 model year, the only 997 carryover was the 911 Turbo. New all-wheel drive 991 variants of the Carrera 4 and the 4S kept the same engines as their Carrera and Carrera S siblings, and all were offered as coupes or cabriolets. The following year, the 991 Turbo, Turbo S, and GT3 trims were added, along with a new Targa and a 50th Anniversary edition.
The 911 Turbo increased the 3.8-liter engine's output to 520hp and 487 lb-ft of torque, while the Turbo S pushed it to 560hp and 516 lb-ft. Both were only offered with the seven-speed PDK gearbox and all-wheel drive as standard. The track-focused GT3 went with a naturally aspirated engine that was good for 475hp and 325 lb-ft, had no rear seats, was PDK-only, and rear-wheel drive.
The GTS trim joined the lineup in 2015 with the Carrera S engine that included the Powerkit option that increased output to 430hp. It offered a blend of the Carrera's balanced comfort and the GT3's sharpness, and was available with either rear- or all-wheel drive. A GTS Targa was introduced in 2016, along with a GT3 RS model, which increased the GT3 engine's output to 500hp and 338 lb-ft of torque.
In 2017, the 911 entered its turbo era (note the lowercase "t"), earning it a 991.2 generational designation. Almost all models added a turbocharger for improved performance and efficiency. The base Carrera's output increased to 370hp, the Carrera S jumped to 420hp, and the GTS to 450hp. The Turbo and Turbo S (uppercase "T") increased to 540hp and 580hp, respectively. The GT3 and GT3 RS were replaced by the 911 R for one year, using the RS engine and a manual transmission. Other changes included a few styling modifications and a new infotainment system with Apple CarPlay. The 500hp GT3 returned in 2018 in rear-wheel drive form and was available with a seven-speed PDK or a six-speed manual transmission.
The enhancements continued into the final year of the 991 generation with the addition of the Carrera T, the GT3 RS, and the GT2 RS models. The 2019 Carrera T took the standard Carrera and put it on a lightweight diet, while livening up the drivetrain with quicker gear ratios and a mechanical limited-slip differential. The GT3 RS took weight savings even further and increased output to 520hp. The GT2 RS was the sharpest track-day car in the stable, building on the GT3 RS with a twin-turbo engine variant of the Turbo S that made an impressive 590hp and 553 lb-ft of torque.
There was also a limited-edition Speedster model for 2019, with a chopped-down top and sleeker lines. Its 4.0-liter boxer engine produced 502hp and it was only offered with a six-speed manual transmission. Production was limited to 1,948 examples and prices shot up to over a quarter-million dollars.
Early base 991s had EPA estimates of between 21 and 22 mpg in combined city and highway driving. After the turbos were implemented in 2017, those figures increased to between 24 and 25 mpg. Likewise, the higher-performing and heavier (Targa and cabriolet) models were rated closer to 20 mpg and gained one or two mpg over time. The top performance models, such as the GT3 RS, were estimated between 16 and 17 mpg.
The seventh-generation Porsche 911 received some minor recalls relating to problems with the suspension, the seat belt, the exhaust, the airbag, the hood latch, the windshield and the fuel system. Overall, these issues were addressed quickly, and maintained the 911's reputation for reliability.
The 991 generation held its value well on the used market and, as usual, the higher-end and special edition models retained the most value, with the Speedster becoming an instant collectable classic.
Sixth Generation (2005 - 2013)
The sixth-generation Porsche 911, dubbed the 997, debuted as a 2005 model. It was only an inch longer than the previous 996 generation but was easy to identify by the return of the traditional round headlights that replaced the previous "fried egg" headlights with integrated turn signals. On the inside, the styling adopted some elements from the Cayenne SUV, but otherwise remained in line with previous interiors. This was also an era in which Porsche’s sports car lineup was expanding, with additions such as the more affordable Cayman in 2005 (effectively a hard-top Boxster) and the Panamera grand tourer in 2009.
Initially, the new 911 was offered in Carrera and Carrera S trims and the rest of the 2005 lineup (Turbo, GT2, GT3) was a carryover from the 996. The Carrera came with a 3.6-liter flat-six-cylinder producing 325hp and 273 lb-ft of torque, and a six-speed manual transmission was standard. The Carrera S upgraded to a 3.8-liter engine that made 355hp and 295 lb-ft. Either could be had with a six-speed manual or a five-speed Tiptronic automatic transmission.
For 2006, the all-wheel drive Carrera 4 and 4S were added. These models shared the same engines and specs as the rear-drive only models, though a new Carrera Power Kit option increased output to 381hp. All 911s also benefited from a new navigation system. The following year, the 911 Turbo returned, along with a track-ready GT3 and the Targa roof option, which still featured a sliding glass section instead of a removable panel.
The 2007 911 Turbo had a twin-turbocharged 3.6-liter six-cylinder that was good for 480hp and 460 lb-ft of torque, and all-wheel drive was standard. The GT3 went with a naturally aspirated engine that produced 415hp and 300 lb-ft, and was only available with rear-wheel drive and the manual transmission. For 2008, the GT2 model reemerged with the Turbo's engine that had been stretched to 530hp, making it the go-to track-day weapon in the lineup. Also new was an improved sunshade for the Targa's glass roof.
The big mid-cycle refresh happened in 2009, with slightly revised front and rear fascia, some mechanical upgrades, and a new infotainment touchscreen. The old Tiptronic automatic transmission also gave way to a new seven-speed dual-clutch automated manual gearbox called PDK, which was much easier than trying to say Porsche-Doppelkupplungsgetriebe. Other additions included ventilated seats, Bluetooth connectivity, and an iPod/iPhone adapter. The 2009 Carrera models also gained direct fuel injection for more power and efficiency, with the base Carreras increasing output to 345hp and the Carrera S to 385hp. The optional Carrera S Powerkit bumped it to 408hp.
The GT3 and GT3 RS models took a break that year but returned in 2010. The GT3's 3.8-liter engine's output increased to 435hp, while the RS went to 450hp. The 911 Turbo also got a boost to 500hp.
The 2011 model year brought many more choices, in the form of the GTS, the Turbo S, the GT2 RS, and the limited-edition Speedster and GT3 RS 4.0 models. Both the GTS and the Speedster came with the Carrera S engine boosted to 408hp, while the GT3 RS 4.0 produced 500hp, and the Turbo S made 530hp. The rear-drive GT2 RS stole the show with an eye-watering 620hp.
Over the course of the 997 generation, the base Carrera's fuel economy increased from 19 mpg to 22 mpg. Most other models hovered around the 20 mpg range, and as you climbed up the trim levels, efficiency dropped in line with the increased performance. At the bottom of the pack was the GT3 RS, which was rated at a mere 15 mpg.
Recalls were light for this generation. They comprised a lingering suspension strut problem, while smaller issues—exhaust tips, drive mode switches, and center wheel nut—were addressed more quickly. The 911's relatively trouble-free reputation helped retain its value as well as other modern Porsches.
Fifth Generation (1999 - 2004)
The fifth-generation 911 debuted in 1999 with the 996 moniker. It caused a lot of controversy with a move away from the air-cooled engine that defined car for more than three decades. A water-cooled unit was used instead, eliminating the distinctive flutter sound for which 911s were known, and causing the faithful to decry it as the end of the 911. To make matters worse, the headlights were reshaped to include turn signals and auxiliary lights, earning them the nickname "fried egg". Most of Porsche's clients eventually came around to the idea, and those who didn't missed out on the ensuing performance gains. The headlights, however, only lasted through this generation.
Initial models included coupe and cabriolet versions of the Carrera and the Carrera 4. Both were powered by a 3.4-liter boxer six-cylinder that produced 296 horsepower. A six-speed manual transmission was standard, with a five-speed automatic with Tiptronic manual control available. In 2000, a new exhaust system increased output to 300hp and stability control was added as an option.
The 911 Turbo returned for the 2001 model year, with 415hp from its 3.6-liter engine. For 2002, a minor styling update took place, and the base Carrera engines increased to 3.6 liters and 320hp, while cabriolets gained a glass rear window. The track-ready GT2 model was also introduced, with 456hp, rear-wheel drive, several weight-saving features, and no stability control—this was intended for expert drivers. Also returning were the Targa models with a sliding glass panel roof.
Fuel economy estimates varied between 18 mpg for the base Carreras down to 16 mpg for the GT2. Recalls were limited to a suspension strut pin, a power steering fluid leak, and child seat anchors. The 996 generation is one of the least sought-after models in the 911 portfolio, but values still stand up well compared with other sports cars of the time.
Fourth Generation (1994 - 1998)
The 993 generation debuted as a 1994 model with smoothed-out body features and a multi-link rear suspension system that significantly improved its handling. In its first year, this 911 was offered in Carrera coupe and cabriolet versions with a 3.6-liter engine that produced 270hp and later 282hp. The all-wheel drive Carrera 4 arrived in 1995, alongside the 355hp Turbo, which also increased to 400hp in later years.
In 1996, the Targa was added, but instead of the traditional removable roof panel, it featured a sliding glass section, making it more of a big sunroof than a quasi-convertible. That year also saw the addition of the Carrera S and the all-wheel drive 4S.
Fuel economy spanned 18 mpg for the base Carrera and 14 mpg for the top-end Turbo model. Unfortunately, recall information is not available for the 993, but that doesn't affect resale prices, as the last air-cooled 911s are considered by Porsche enthusisats as the best in the model's history. Objectively, that's not true when you look at the specs and performance of later 911s, but the amount of driver engagement is hard to argue, as the lack of computerized intervention made them more exciting to drive. As a result, you should expect to pay more for these versions on the collector market.
Third Generation (1989 - 1993)
The third-generation 964 models represented the start of a modernization push for the 911, with a more contemporary and graceful style than the traditional G-Series model of the 1980s, resulting in superior aerodynamics. This generation also introduced all-wheel drive, and a then-unique deployable rear spoiler. Other additions included antilock brakes, power steering, and the Tiptronic automatic transmission.
Base Carrera models had a 3.6-liter engine that produced 247hp, while the top Turbo model was capable of 355hp. Besides these core models, there were many special editions, including a revived, track-ready RS trim from the 1970s, which was wildly popular, but wasn't allowed into the U.S. until the RS America arrived later. It's one of the more collectable 911s, due to its limited production of only 701 examples.
There was also a Jubilee edition that celebrated 30 years of the 911, as well as another collectable Speedster variant. The Speedsters of this era are also rare, with less than 1,000 made, including only 15 with the Turbo wide-body look. Fuel economy for the base Carrera was estimated at 19 mpg, while the Turbo model dropped to 14 mpg.
The 964 generation is as collectable as the following 993 era, due partly to its low production numbers. Compared to the previous G-Series generation, only about a third as many were made. The special edition models, in particular the RS America, are prohibitively expensive.
Second Generation (1974 - 1988)
This is the 911 that most people picture, and is also known as the the G-Series. Its sharper design gave it a more serious look than the original’s, and it enjoyed a prolific production run that made it ubiquitous in wealthy neighborhoods.
The base models started out with a 207hp 2.7-liter six-cylinder boxer engine, progressing to its zenith with a 228hp 3.0-liter near the end of the generation. There was a brief and alarming detour in 1975, amidst the fuel crisis, with the release of the 912 E, a four-cylinder variant with lower emissions and better fuel economy. In 1978, the 911 SC (for Super Carrera) replaced the base model, only to be renamed the Carrera in 1984. In 1983, the first Carrera cabriolet model was introduced, finally giving owners a true open-top experience.
The 911 Turbo made a huge impact with its 1975 debut, sporting the distinctive "whale tail" rear wing and wider body. Often referred to as the 930, these first Turbo models first had a 256hp 3.0-liter engine, with the 296hp 3.3-liter unit arriving in 1978.
Near the end of production, fuel economy was estimated between 19 mpg and 17 mpg, depending on the trim level. Prices for these '80s icons were once affordable, but a wave of nostalgia in the late 2010s sent prices skyward at an alarming pace, and they remain out of reach for many shoppers.
First Generation (1964 - 1973)
This is where it all started. It was originally called the 901, but French carmaker Peugeot forced a change, as it claimed a trademark on numeric car names with a zero in the middle. The 911’s ties to the Volkswagen Beetle are more pronounced with this version, though only in terms of appearance.
Power was initially rated at 128hp—a huge bump from the Beetle's lowly 30hp engine. In 1965, a more affordable 912 variant was introduced, with a 90hp four-cylinder pulled from the supporting 914. That same year, the Targa made its entrance, with its trademark stainless steel section just behind the seats that offered more protection than traditional convertibles. In 1966, a new 911 S model increased the six-cylinder engine’s output to 158hp.
The 1972 RS models were a lightweight version intended for racing and sported a unique "ducktail" rear spoiler, which was considered a first for any production vehicle. It was also one of the more potent 911s of the time, with 207hp.
The first generation of a vehicle is often the most collectable, but that doesn't quite apply to the original 911. The 911 RS is an outlier and continues to appreciate in value. Not surprisingly, the 912s are some of the least desirable examples.
