The Forgotten & Most Underrated Porsches

What Makes It Special

The 911 Everyone Skips—And the One Smart Enthusiasts Actually Drive

The 1973.5 Porsche 911T is one of the most quietly misunderstood cars in the entire 911 lineage. As a half-year “transitional” model, it lives in the shadow of two far more celebrated neighbors: the early-1973 long-hood cars revered for purity, and the later impact-bumper G-Series cars prized for durability. As a result, the 1973.5 911T is often dismissed as neither one thing nor the other—which is precisely why it’s undervalued.

What makes the 1973.5 car unique is that it represents Porsche engineering in mid-evolution, not ideology. This was the first 911 to receive Bosch CIS (Continuous Injection System), a move driven by emissions and drivability rather than performance marketing. Purists criticized it at the time, but in practice CIS transformed the 911 into a more usable, more reliable, and more consistent car—especially in real-world conditions. Cold starts improved, drivability smoothed out, and maintenance became simpler over time.

From behind the wheel, the 1973.5 911T still feels unmistakably classic. It retains the long-hood body, light weight, mechanical controls, and intimate dimensions that define early 911s. Steering is pure, throttle response is predictable, and the car rewards momentum and finesse. Yet compared to earlier MFI cars, it is less temperamental and far easier to live with—making it one of the most usable early 911s you can actually enjoy regularly.

From a collector and buyer perspective, the 1973.5 911T occupies a rare sweet spot. It offers authentic early-911 character without the price premium, mechanical fussiness, or fragility associated with pre-’73 cars. As collectors increasingly separate “cars to preserve” from “cars to drive,” the 1973.5 T is quietly gaining appreciation—not as a museum piece, but as one of the smartest entry points into classic 911 ownership.

What Makes It Special

The Porsche 996.2 Carrera (manual) is the most unfairly maligned great 911 Porsche has ever built. By the time the facelift arrived for 2002, the initial shock of water-cooling and “fried-egg” headlights had already done their damage to the 996’s reputation. Collectors moved on emotionally, even as Porsche quietly delivered a car that was better built, better driving, and more resolved than nearly anyone noticed.

What separates the 996.2 from earlier cars is refinement without dilution. Power increased, interior quality improved significantly, cooling and reliability were sorted, and the chassis tuning reached a sweet spot Porsche would not revisit until much later. Crucially, this generation retains hydraulic steering, compact dimensions, and a curb weight modern 911s can only dream of. The result is a car that feels light on its feet, transparent in its feedback, and genuinely engaging at real-world speeds.

On the road, a manual 996.2 Carrera is a reminder of what made the 911 special before size and complexity took over. Steering feel is rich and talkative, the rear engine still influences the car’s behavior in a way you can feel and manage, and the engine—while not exotic—delivers linear, usable power that encourages revs rather than brute force. It’s not a car that flatters inattentive drivers, but it rewards those who drive with intent.

From a buyer and collector perspective, the 996.2 Carrera manual sits squarely in undervalued inevitability territory. Prices remain suppressed by aesthetics and lingering stigma rather than substance. Yet mechanically honest, well-maintained examples are increasingly appreciated by drivers who care more about feel than fashion. As the market continues to separate “internet narratives” from actual driving experience, the 996.2 manual is quietly becoming one of the smartest modern classic 911 buys available.

What Makes It Special

The Porsche 911 SC (Super Carrera) is the definition of an uncelebrated hero. It wasn’t the fastest 911, the rarest, or the most exotic—and that’s exactly why it’s been overlooked for decades. Built during a period when Porsche itself wasn’t even sure the 911 would survive, the SC was engineered to be durable, compliant, and globally viable rather than romantic. Ironically, that pragmatism is precisely what makes it one of the best classic 911s to own and drive today.

What separates the SC from earlier long-hood cars and later Carreras is robustness. Porsche overbuilt the 3.0-liter engine to meet tightening emissions and durability requirements, resulting in one of the most reliable air-cooled flat-sixes ever produced. Galvanized bodies improved rust resistance dramatically, build quality tightened, and the cars were designed to tolerate real-world use rather than occasional fair-weather driving. This was Porsche engineering for survival, not spectacle.

On the road, the 911 SC delivers an honest, confidence-inspiring experience that rewards drivers of all skill levels. Power delivery is linear and tractable, steering remains hydraulic and communicative, and the chassis is predictable rather than edgy. It lacks the razor sharpness of an RS or the drama of a Turbo—but it compensates with balance, approachability, and a sense that you can drive it every day without fear or fuss.

From a buyer and collector standpoint, the SC represents one of the most sensible entries into classic 911 ownership. Values have risen, but they remain grounded compared to earlier long-hood cars or special variants. Importantly, the SC is increasingly recognized not as a compromise, but as the baseline against which usable classic 911s are judged. It is the car that kept the 911 alive—and in doing so, became a classic in its own right.

What Makes It Special

The Porsche 911 Carrera GTS (991.1) with a manual transmission is one of the most quietly exceptional modern 911s Porsche has ever built—and one that most buyers still overlook. Sitting between the Carrera S and the GT cars, the 991.1 GTS never shouted for attention. Instead, it delivered a perfectly judged blend of performance, usability, and mechanical feel that makes it arguably the best “real-world” 911 of the modern era.

What makes the 991.1 GTS special is timing. It arrived at the exact intersection where Porsche’s old and new philosophies briefly overlapped. The naturally aspirated 3.8-liter flat-six delivers linear power and real sound, while the chassis still uses hydraulic steering, providing feedback later electric systems simply cannot replicate. At the same time, the car benefits from modern rigidity, refinement, and reliability—making it usable every day without feeling diluted.

On the road, a manual 991.1 GTS feels effortlessly right. Steering is weighted and communicative, the engine rewards revs rather than torque spikes, and the car flows down a road instead of overwhelming it. It’s fast without being intimidating, engaging without being demanding, and polished without losing personality. Many experienced drivers quietly admit this is the 911 they’d actually want to live with long term.

From a buyer and collector perspective, the 991.1 GTS manual sits in hidden-gem territory. Later 991.2 cars went turbocharged, losing sound and immediacy. Earlier cars lack the GTS’s cohesion. GT models command premiums and demand compromises. The 991.1 GTS, meanwhile, offers a closed-loop formula Porsche will never repeat: NA engine, hydraulic steering, manual gearbox, and modern build quality. As buyers increasingly prioritize feel over figures, this car’s appeal is only growing.

What Makes It Special

The Porsche 912E occupies a strange and often misunderstood corner of 911 history. Built for just one year and only for the U.S. market, the 912E arrived as a stopgap—bridging the end of the original 912 and the arrival of the 924. Because it didn’t fit the mythology of the flat-six 911, it was ignored almost immediately. Decades later, that oversight has turned the 912E into one of the most quietly compelling forgotten air-cooled Porsches you can buy.

What makes the 912E special isn’t what it lacks—it’s what it keeps. You get the full G-body 911 chassis, classic proportions, hydraulic steering, and air-cooled simplicity, paired with a lighter four-cylinder engine derived from the 914. The result is a car that weighs less over the rear axle, feels more neutral at the limit, and delivers a driving experience closer to early short-wheelbase 911s than its era suggests.

On the road, the 912E is all about momentum and balance. Power is modest, but throttle response is immediate, steering is beautifully communicative, and the car rewards smooth inputs rather than brute force. It’s the kind of 911 you can push hard without intimidating speeds—making it deeply satisfying on back roads and far less stressful to own than more powerful contemporaries.

From a buyer and collector standpoint, the 912E sits in a rare value pocket. It offers authentic 911 ownership, air-cooled charm, and everyday usability at prices that remain well below comparable SCs and Carreras. As collectors increasingly recognize that driving enjoyment isn’t measured in cylinder count, the 912E is being re-evaluated not as a compromise—but as the thinking enthusiast’s 911.

What Makes It Special

The Porsche 997.1 Carrera S (manual) sits at a fascinating intersection in 911 history. It belongs to the generation widely regarded as the perfect modern size—compact, muscular, and unmistakably 911—yet it predates the layers of technology that would soon soften the driving experience. While most buyers reflexively chase the later 997.2 to avoid IMS anxiety, the 997.1 has quietly become the purist’s modern 911 for those who prioritize feel over forum narratives.

What makes the 997.1 special is not just what it has, but what it doesn’t. This is a naturally aspirated flat-six paired to hydraulic steering, a proper manual gearbox, and a chassis that still feels light on its feet. The car communicates constantly—through the wheel, the pedals, and the seat—without filters or modes getting in the way. Later cars became faster and safer, but they never became more talkative.

On the road, a manual 997.1 Carrera S feels alive in a way many newer 911s simply don’t. Steering is rich and textured, the engine encourages revs rather than relying on torque, and the car flows naturally down a road instead of overpowering it. It’s fast enough to be exciting, compact enough to feel agile, and analog enough to reward skill. This is a 911 you drive with, not one that drives around you.

From a buyer and collector perspective, the 997.1 Carrera S is the most misunderstood value play in the modern 911 market. Yes, IMS concerns exist—but they are manageable, well-understood, and often already addressed on enthusiast-owned cars. In return, buyers get a driving experience that Porsche would never repeat: classic steering feel, modern reliability, and timeless proportions. As the market matures and fear gives way to experience, the 997.1 manual is increasingly viewed not as a risk—but as the last chance to buy a truly analog modern 911 at a rational price.

What Makes It Special

The 924S was never flashy enough to be loved and never flawed enough to be infamous—which is why it was forgotten. But Porsche history repeatedly rewards cars that prioritize lightness, balance, and feel over image.

The 1988 Porsche 924S is one of the most unfairly overlooked cars in Porsche’s modern history. Caught between the early, Audi-engined stigma of the original 924 and the broader, more muscular appeal of the 944, the 924S is routinely dismissed as a placeholder. In reality, it is one of the purest, best-balanced, and most honest Porsches of the transaxle era—and arguably the one that most closely reflects Porsche’s original lightweight sports car ethos.

What makes the 924S special is its timing and specification. By 1988, Porsche had fully sorted the transaxle platform. The 924S received the 2.5-liter Porsche-built flat-four from the 944, improved suspension tuning, stronger brakes, and meaningful interior updates—while retaining the lighter, narrower body of the original 924. The result is a car that weighs less than a 944, feels more agile, and delivers a more intimate driving experience.

On the road, the 924S shines where numbers don’t matter. Steering is beautifully weighted and communicative, balance is near perfect thanks to the front-engine/rear-transaxle layout, and the chassis encourages momentum driving in the best Porsche tradition. It doesn’t overwhelm the driver—it teaches them. Many experienced enthusiasts quietly admit that a well-sorted 924S feels more Porsche-like than heavier, more powerful contemporaries.

From a buyer and collector standpoint, the 1988 924S sits in a rare value sweet spot. It offers real Porsche engineering, excellent reliability, and classic driving feel at a fraction of the cost of air-cooled 911s or even well-kept 944s. As collectors increasingly reassess lightweight, analog cars—and as transaxle Porsches continue their long-overdue renaissance—the 924S is being re-evaluated not as an entry-level compromise, but as a narrow-body hero hiding in plain sight.

What Makes It Special

The Porsche Boxster S (986) is one of the most genuinely underrated driver’s cars Porsche has ever produced. Born at a time when Porsche needed a modern, accessible sports car to survive, the early Boxster was unfairly framed as a “lesser 911” rather than judged on its own merits. Two decades later, that misunderstanding has created one of the best analog Porsche bargains still available.

What makes the 986 Boxster S special is its fundamental correctness. A mid-engine layout, near-perfect weight distribution, hydraulic steering, modest curb weight, and a naturally aspirated flat-six combine into a chassis that feels intuitive and alive. Porsche didn’t overthink this car. There are no gimmicks, no modes, no artificial layers—just a mechanically honest sports car engineered around balance and feedback.

On the road, the Boxster S delivers something modern Porsches struggle to replicate: approachability without dullness. Steering feel is excellent, the chassis communicates clearly, and the car rewards smooth inputs rather than aggression. You can explore its limits at sane speeds, making it deeply satisfying on real roads. With the roof down, the sensory experience—engine note, induction sound, steering feedback—is richer than many more expensive Porsches.

From a buyer and collector standpoint, the 986 Boxster S sits squarely in “inevitable reappraisal” territory. Manual cars with proper maintenance histories are increasingly sought after by enthusiasts who value feel over status. As later Boxsters became faster but heavier and more complex, the early S stands out as the most analog, most transparent open-top Porsche of the modern era—and one of the last true bargains in the brand’s lineup.

What Makes It Special

The early Porsche 928 S—specifically the S1 and S2 cars—represents the most misunderstood chapter of Porsche’s V8 experiment. Overshadowed by the later S4 and GTS models, these early S cars are often dismissed as “not the one to have.” In reality, they are the most honest, most analog, and most characterful versions of the 928—and increasingly, the ones enthusiasts actually enjoy driving.

What makes the early 928 S special is simplicity. Before the platform gained weight, electronics, and complexity, the S1/S2 models retained a purer expression of Porsche’s original vision: a high-speed GT with balance, refinement, and mechanical clarity. The naturally aspirated V8 is smooth, responsive, and understressed, while the transaxle layout delivers superb weight distribution and stability that still feels modern today.

On the road, early 928 S cars feel lighter and more connected than their later counterparts. Steering is hydraulic and communicative, the chassis is confidence-inspiring rather than overwhelming, and the car encourages long, fast drives rather than brute-force acceleration. This is a Porsche built for covering ground effortlessly, not chasing lap times—and in that role, it excels.

From a buyer and collector perspective, the early 928 S sits in a rare undervalued pocket. Prices remain well below later GTS models, yet these cars offer the core 928 experience with fewer systems to maintain and a more analog feel. As collectors increasingly recognize the value of early, simpler versions of complex cars, the S1/S2 928 is quietly gaining appreciation—not as a substitute for a 911, but as a distinct and legitimate Porsche philosophy.

What Makes It Special

The Porsche Cayman S (981) represents a quiet but hugely important milestone in Porsche history: the end of the naturally aspirated flat-six Cayman. Overshadowed by the later turbocharged 718 cars and often skipped in favor of GT4 variants, the 981 S is routinely underestimated despite being one of the most balanced, rewarding, and complete sports cars Porsche has ever built.

What makes the 981 Cayman S special is how perfectly resolved it is. By this point, Porsche had fully mastered the mid-engine platform. Chassis rigidity, suspension tuning, steering feel, and power delivery all converged into a car that feels cohesive rather than compromised. The 3.4-liter flat-six is eager, linear, and musical—delivering character that later turbocharged four-cylinder cars simply cannot replicate.

On the road, the 981 S feels effortlessly right. Hydraulic steering communicates clearly, the car rotates naturally, and the engine rewards revs without demanding constant aggression. It’s fast enough to thrill, refined enough to daily drive, and transparent enough to teach drivers what the chassis is doing at all times. Many experienced enthusiasts consider it the sweet spot between earlier Caymans’ simplicity and later models’ performance obsession.

From a buyer and collector perspective, the 981 Cayman S sits in classic “last of its kind” territory. It offers the sound, feel, and response of a naturally aspirated Porsche flat-six in a modern, usable package—without the price or theater of GT cars. As emissions regulations and electrification continue to reshape Porsche’s lineup, the 981 S is increasingly viewed not as a middle child, but as the definitive non-GT Cayman.

What Makes It Special

For enthusiasts who want a modern Porsche with real character, everyday usability, and a drivetrain that will never exist again, the Panamera GTS isn’t just a sleeper. It’s one of the smartest modern Porsche buys hiding in plain sight.

The Porsche Panamera GTS (970.2) is one of the most quietly brilliant modern Porsches—and one that most buyers still don’t properly understand. Lost between the Turbo’s headline numbers and later hybridized, tech-heavy generations, the 970.2 GTS represents the final, fully resolved, naturally aspirated Panamera. It is the car Porsche would build if the brief were simply: make the best driver’s Panamera possible.

What makes the 970.2 GTS special is restraint. Instead of chasing outright power or luxury excess, Porsche focused on feel. The naturally aspirated 4.8-liter V8 delivers linear, immediate response with real character, while the chassis tuning—lowered ride height, PASM recalibration, and standard Sport Chrono—creates a car that feels far smaller and more agile than its size suggests. This is a four-door Porsche that genuinely behaves like one.

On the road, the Panamera GTS surprises even seasoned enthusiasts. Steering is hydraulic and communicative, the chassis rotates willingly, and the engine encourages revs rather than relying on boost. It’s fast without feeling overbearing, refined without feeling isolated. Compared to later Panameras packed with screens, modes, and hybrid complexity, the 970.2 GTS feels decidedly analog—a rare trait in a modern luxury performance sedan.

From a buyer and collector perspective, the 970.2 GTS sits squarely in sleeper territory. Values remain grounded despite the car offering a naturally aspirated V8, Porsche chassis tuning, everyday usability, and long-distance comfort. As emissions regulations and electrification have erased this formula entirely, the market is beginning to recognize the GTS as the sweet spot of the first-generation Panamera—and arguably the most emotionally satisfying one.

What Makes It Special

The Porsche 914 2.0L is the definition of an entry-level connoisseur’s Porsche—a car routinely dismissed by badge-focused buyers and quietly adored by those who care about fundamentals. Overshadowed by the 914-6 and misunderstood because of its Volkswagen association, the 2.0-liter four-cylinder version is, in reality, the best-balanced and most usable expression of the 914 concept.

What separates the 914 2.0 from lesser four-cylinder variants is intent. Porsche-engineered cylinder heads, improved torque, better drivability, and stronger brakes transformed the car into something genuinely special. With the engine mounted amidships and weight kept exceptionally low, the 914 delivers handling purity that foreshadowed everything Porsche would later perfect with the Boxster and Cayman—decades ahead of its time.

On the road, the 914 2.0 is all about momentum and feedback. Steering is light and direct, the chassis rotates naturally, and the car communicates grip changes with clarity modern cars struggle to match. It’s not fast in a straight line, but it’s endlessly engaging, rewarding precision and smoothness rather than power. In many ways, it feels closer to a vintage race car than a road-going sports coupe.

From a buyer and collector perspective, the 914 2.0 occupies a sweet spot few other Porsches can match. It offers authentic Porsche engineering, mid-engine balance, mechanical simplicity, and real usability at prices that remain accessible. As collectors increasingly reassess non-911 Porsches and recognize the importance of mid-engine layout to Porsche’s future, the 914 2.0 is steadily shedding its “cheap Porsche” stigma and emerging as a thinking enthusiast’s classic.

What Makes It Special

The manual-transmission Porsche Cayenne S and GTS are true SUV unicorns—cars most collectors don’t even realize were possible, let alone worth seeking out. Built during Porsche’s most experimental and survival-driven era, these early Cayennes paired genuine Porsche engineering with a six-speed manual at a time when the idea of a driver-focused performance SUV was still heretical. Today, they stand as one of the most overlooked—and increasingly intriguing—modern Porsches.

What makes the manual Cayenne special is authenticity. This wasn’t a token gesture or a marketing checkbox; the three-pedal setup fundamentally changes the character of the vehicle. Combined with a naturally aspirated V8, proper low-range transfer case, locking center differential, and real off-road hardware, the manual Cayenne delivers a level of mechanical involvement that no modern performance SUV even attempts. It’s a reminder that the first-generation Cayenne was engineered with genuine depth, not just badge ambition.

On the road, the experience is surprisingly engaging. Steering is hydraulic and weighted, throttle response is immediate, and the manual gearbox forces the driver to manage the V8’s torque rather than simply summon it. Off-road or in poor conditions, the drivetrain feels indestructible. This is not a luxury appliance—it’s a Porsche that happens to be an SUV, and it rewards drivers who treat it as such.

From a buyer and collector standpoint, manual Cayennes occupy a rare intersection of rarity, usability, and inevitability. Production numbers were tiny, survival rates are shrinking, and Porsche will never build another manual SUV—especially not with a naturally aspirated V8 and real off-road hardware. As the enthusiast market broadens beyond traditional sports cars, the Cayenne S and GTS manuals are quietly transitioning from oddity to cult classic.

What Makes It Special

The Porsche 996 Carrera 4S is one of the clearest examples of a great Porsche being overlooked for the wrong reasons. Overshadowed by the 996 Turbo and dismissed by those fixated on engine specs alone, the 4S quietly delivered one of the most complete and visually resolved 911 packages of the modern era. Today, it’s increasingly recognized as the prettiest water-cooled 911 Porsche ever built—and one of the smartest to own.

What makes the 996 4S special is what Porsche gave it. It uses the Turbo’s wide body, suspension, brakes, wheels, and all-wheel-drive system—but crucially, without the rear wing. The result is a wide-hipped, planted, muscular 911 with cleaner lines and better proportions than either the narrow-body Carrera or the winged Turbo. It looks intentional, understated, and timeless in a way the standard 996 never quite achieved.

On the road, the Carrera 4S feels confident and composed rather than aggressive. The naturally aspirated 3.6-liter flat-six delivers linear power, the AWD system adds stability in all conditions, and the hydraulic steering provides genuine feedback modern cars lack. It’s not a GT car and it doesn’t pretend to be—it’s a fast, confidence-inspiring road 911 that thrives on real pavement, not lap times.

From a buyer and collector perspective, the 996 4S sits in a rare sweet spot. It offers Turbo aesthetics, Turbo hardware, classic hydraulic steering, and modern usability—without the maintenance complexity, heat management concerns, or pricing of forced induction models. As the market continues to separate “internet narratives” from actual ownership experience, the 996 Carrera 4S is increasingly viewed not as a consolation prize, but as the thinking enthusiast’s modern classic.