You've done a good job...

[sportyaccordy]

I voted M3.

Me too. With the 19" wheels and the DSG so my girl could drive occasionally.

[Raza]

Yeah, but much better looking than the standard 996 (the Turbo and the C4S were the only examples of that generation that I thought looked good).

I like the 996s, but the post-facelift looks even better.  Hell, I like the 996 Turbo cabriolet over the current one. 

[Onslaught]

I like the 996s, but the post-facelift looks even better.  Hell, I like the 996 Turbo cabriolet over the current one. 

[SVT_Power]

I like the 996s, but the post-facelift looks even better.  Hell, I like the 996 Turbo cabriolet over the current one. 

That facelift did WONDERS for the 996.

[omicron]

The latest Wheels has a little tribute to the 911 Turbo, with a drive of the 930, 964, 993 and 997. Suddenly that '96 Turbo is looking better and better.

[Raza]

The latest Wheels has a little tribute to the 911 Turbo, with a drive of the 930, 964, 993 and 997. Suddenly that '96 Turbo is looking better and better.

The 964 is still my favorite.

[omicron]

The 964 is still my favorite.

'In '91 the 964 took the Turbo reins from the venerable 930. The one we're driving is one of only five 1994 examples sold in Oz, a fact I'm all-too aware of. The 964's reputation as a widowmaker is also tattooed onto my brain.

The 964 is fast, ridiculously quick in a straight line. The 260kW/350hp engine delivers a savage shove that blurs the scenery into a Jackson Pollock painting. This was the first model to go sub-5 seconds to 100km/h and it does so with the distinctive flat-six howl that 911s are now famous for. It's also endowed with sublime feel through the steering wheel.

Firmer, all-independent suspension isolates bumps but doesn't stop the nose rearing skyward under power or the back swaying during hard braking. Carry the brakes into a corner and the back skitters around, but not as abruptly or violently as I'd expected. The 964 is sharp, lithe, explosive. It just feels so bloody exhilarating and alive.

But the 3.6-litre engine's transition from lag to ballistic at 3500rpm is a whole lot harder to manage. It's almost impossible to modulate the throttle as the turbo wakes; just keep the foot buried and hold on. Once past 4000rpm it's as if the door has been opened and the driver has been welcomed back into the machine. It's also much easier to keep the turbo singing with five gears on call, and there's a purity to its rear-drive handling that I'll discover is missing from the all-paw 993.

The 964 intensifies and accelerates the 930's dynasty-defining handling dynamics, but it bites, too. It happened on a closing downhill right. Winding on more lock on a constant throttle as the corner closed in, the back-end skipped sideways on a rut. The tyres lost traction and the engine added a thousand revs in an instant. My pulse quickened, but the tyres gripped again and reined everything back in. It was a timely reminder that, should I desire to prove the 964's fearsome reputation, it shouldn't be in someone else's car - especially when ESC is still some years in the future...

With the 964's potency comes a subtle, menacing undercurrent that requires respect. But the heightened risks equal greater rewards; no other 911 comes close to matching the 964's white-knuckle exhilaration. Its successor, the 993, feels like an overreaction by Porsche's lawyers.'

[Raza]

'In '91 the 964 took the Turbo reins from the venerable 930. The one we're driving is one of only five 1994 examples sold in Oz, a fact I'm all-too aware of. The 964's reputation as a widowmaker is also tattooed onto my brain.

The 964 is fast, ridiculously quick in a straight line. The 260kW/350hp engine delivers a savage shove that blurs the scenery into a Jackson Pollock painting. This was the first model to go sub-5 seconds to 100km/h and it does so with the distinctive flat-six howl that 911s are now famous for. It's also endowed with sublime feel through the steering wheel.

But the 3.6-litre engine's transition from lag to ballistic at 3500rpm is a whole lot harder to manage. It's almost impossible to modulate the throttle as the turbo wakes; just keep the foot buried and hold on. Once past 4000rpm it's as if the door has been opened and the driver has been welcomed back into the machine. It's also much easier to keep the turbo singing with five gears on call, and there's a purity to its rear-drive handling that I'll discover is missing from the all-paw 993.

The 964 intensifies and accelerates the 930's dynasty-defining handling dynamics, but it bites, too. It happened on a closing downhill right. Winding on more lock on a constant throttle as the corner closed in, the back-end skipped sideways on a rut. The tyres lost traction and the engine added a thousand revs in an instant. My pulse quickened, but the tyres gripped again and reined everything back in. It was a timely reminder that, should I desire to prove the 964's fearsome reputation, it shouldn't be in someone else's car - especially when ESC is still some years in the future...

With the 964's potency comes a subtle, menacing undercurrent that requires respect. But the heightened risks equal greater rewards; no other 911 comes close to matching the 964's white-knuckle exhilaration. Its successor, the 993, feels like an overreaction by Porsche's lawyers.'

[68_427]