Porsche 911 (997) – The Story
The perfect balance between fantastic sports car and comfortable daily driving
Porsche 997 Basics
Type: 997 (997.1, 997.2)
Generation: Sixth Generation 911
Manufacturer: Porsche AG
Production Years: 2004 - 2013
Model Years: 2005 - 2013
Designer: Grant Larson (2001)
Body Style: 2-door Coupé, 2-door Roadster, 2-door Targa, 2-door speedster
Layout: Rear-engine, RWD & AWD
Engines: 3.6 L naturally aspirated/twin-turbocharged Flat-6, 3.8 L naturally aspirated/twin-turbocharged Flat-6, 4.0 L naturally aspirated Flat-6
Transmissions: 5-speed auto, 6-speed manual, 7-speed ZF 7DT-series PDK
Official photos: 2004 May 7
Premiere: 2004 July 16 at 9:11 pm at all the 85 Porsche centres in Germany
Market launch: 2004 July 17
Predecessor: Porsche 996
Successor: Porsche 991
Porsche 997 Research
General Info
Technical Information
997 Colors (Coming Soon)
Model Guides & Market
997 Buyers Guide (Coming Soon)
Media & Misc
On May 7, 2004, Porsche announced that the new 911 generation will come as a 2005 model, as a successor to the 996 model. The 997 ended up being the most commercially successful 911 of all time, selling over 200,000 units during its production run. It marked the return to the classic 911 styling after the 996's "fried egg" look. Today many consider it the quintessential 911 design and the last of the pure 911 sports cars. Some 45 iterations of road cars in total were made but the 997’s significance should not be measured purely on its commercial success. This was a milestone car for successfully introducing the dual clutch PDK transmission to Porsche’s 911, and also Porsche’s now ubiquitous and ingenious active suspension management or ‘PASM’.
The 997 represented a significant relaunch of the 911 that included a major body restyling and interior update, while using much of the rolling chassis of the outgoing 996. At launch there were two uprated versions of the water cooled Carrera engines - the Carrera 3.6 and the Carrera S 3.8. As with all new 911s, both offered a better package than the previous models and the restyle in particular gave the 997 a more classic attractiveness that was arguably missing on the 996. The headlamps were round again, the body more curvaceous and the interior completely new. The Porsche Communication Management (PCM) screen became standard. The new Porsche Active Suspension Management (PASM) was standard on the S version and optional for the base 911. Pressing the "sport" button made the PASM shock absorbers firmer. The 997 Carrera came with 18" wheels and the 997 Carrera S with 19". At the back, the Porsche 997 can be identified over its predecessor by the centre of the rear bumper sitting higher than the bottom of the taillights. As with the outgoing 996, the 997 was offered with narrow and wide-body specification. The additional width reserved for the all-wheel models, including the range-topping Turbo (except for GTS variants that came in 2011).
Two versions were available from the launch, the Carrera with a 325hp 3.6 and the 3.8 S with an extra 30hp. The Carrera was good for 0-62 in 4.8 seconds and 177mph, the Carrera S dropping the sprint time by two tenths and extending the top speed to 182mph. Porsche bolstered the range with Carrera 4 models and a Targa, which arrived later in 2004 with a 44mm wider rear track. A six-speed Tiptronic automatic was also added to the options list at around the same time in 2004, supplementing the standard and newly developed six-speed manual. The Cabriolet models did not have the hardtop included (as did the 996), and offered a fully electric deployment of the roof. The Targas had the glass panoramic sunroof and offered an airy cockpit feel with a very useful opening rear tailgate. The Turbo was added to the 997 line up featuring a twin-turbocharged 3.6 Mezger engine producing 480 bhp. For Gen 2 models engine capacity was raised to 3.8 and power jumped up to 530bhp for the Turbo S. The Normally Aspirated 997 GT3 also joined the ranks for 2007 with a track-focused set and generous 415 bhp on tap. The hardcore GT3 RS kept the same power but skimmed an additional 20kg of the overall weight of the car.
This specification remained largely unchanged for the cars built until June 2008. Now referred to as Gen 1 cars, they were replaced by the Gen 2 For 2009 MY production the 997 was revised and whilst still retaining the 3.6 and 3.8-litre displacement, the engines themselves were changed from the faithful Mezger type to a DFI unit (Direct Fuel Injection) with the power increased to 355 BHP and 385 BHP respectively (circa 500 BHP for the Turbo). Other changes included some minor body tweaks to the bumpers, wheel designs and wing mirrors as well as introducing LED front running lights and LED rear light units. Porsche also introduced an all-new seven-speed PDK dual-clutch automatic in place of the Tiptronic. The new transmission and changes to the engines improved economy and power, increasing the 3.6's output to 345hp and the S model to 385hp. The GT3 gained a further 20bhp and the RS now 25kg lighter boasted 450 bhp by the time the 997.2 version came around.
But there was more to come, naturally. During the course of the 997’s life, Porsche also offered its usual array of higher performance and limited edition models. By the end of production, the second generation 997 Turbo S was making some 523bhp, good for 60mph in a fraction over three seconds and very nearly enough to pass 200mph. Meanwhile, the motorsport department in Weissach were making hay with the GT series, producing even more polished versions of the GT2 and GT3 in both regular and ‘RS’ guise. The GT cars were absolutely perfect. Porsche’s 911 GT2 RS was a lightweight, twin-turbocharged, 620-hp bout of madness that stemmed from Stuttgart’s quest to see how high up the sports-car ladder the 911 could punch. It is the most serious roadgoing Porsche ever. The result is 620 hp at 6500 rpm and 516 lb-ft of torque at 2250. It gets a six-speed manual gearbox and rear-drive only. The highlight of the 997 range however was the less powerful GT3 RS 4.0. The headline power figure and the ability to rev to 8,500 snare your attention, but the most staggering aspect of this engine is actually its tractability. Mid-range lunge is marvelous, even if the peak number of 339 pound-feet doesn't sound huge in the context of short gear ratios, lightweight, and a compact frontal area. In third gear, the way this thing flies between 4,500 and 8,500 rpm is scintillating. This is one special car.
The Porsche Type 997 - The Story
The 997 was an evolution of the preceding 996, with the most significant changes being interior and exterior styling, the most notable being the replacement of the "fried egg" headlamps used on the 996 with the classic "bug eye" units. Larger 18-inch wheels were fitted as standard, and other engineering changes include slightly increased power; however, the car is technically very similar to its predecessor. A new S version was offered, with additional power from a slightly larger engine, sports suspension, and sports exhaust. During 2009, Porsche updated the 997 line-up including styling changes, a revised engine with direct injection and the introduction of the company's new "PDK" dual clutch transmission.
Porsche 911 (997) Timelines & Details
This graphic breaks out the Type 997 in terms of timelines and how to tell all the models apart. Click on the image to see it in higher definition. There were quite a few regular model cars and plethora of special editions over the years. You can see that in 2009, the entire range was updated, known as the 997.1 or Mk2 997s. The addition of direct injection engines and dual clutch transmissions meant the updated 997 models were faster, lighter and more fuel efficient than the outgoing versions, with improved handling.
Porsche 911 (997) Model Guides
By the time the 997 generation 911 came around in 2005, Porsche was starting to have some more consistency in the core model offerings. There was the Carrera and Carrera S, Carrera 4 and Carrera 4S - all available in both coupe and cabriolet bodystyles. It was followed by the Turbo coupe and cabriolet models. In addition to the coupé and cabriolet versions, Targa versions of the Carrera 4 and Carrera 4S were also available (Targa 4 and Targa 4S), which carried on with the "glass canopy" roof design. During 2009, Porsche updated the 997 line-up including styling changes, a revised engine with direct injection and the introduction of the company's new "PDK" dual clutch transmission. As a result, the updated 997 models were faster, lighter and more fuel efficient than the outgoing versions, with improved handling. In the case of the 997 Turbo, a comprehensively re-tuned all wheel drive system with an optional "torque vectoring" system was also a part of the upgrades package. The 2009 onward models were known as the 997.2 models.
Porsche 997 Special Models
There was no shortage of special edition 911 during the 997 years. First up was the 911 Club Coupe, a limited (50 units) Carrera S coupé with X51 Powerkit commemorating the 50th anniversary of the Porsche Club of America. Late in generation's run was another Carrera S based stunner called the Sport Classic special, that sold all 250 units in under 48 hours. The first higher performance special was the 997 GT3, a way for Porsche to homologate aero features for racing. It was followed by the GT3 RS, stripped of all luxuries and even more track focused than the "base" GT3. The 996 GT2 was superseded by the 997 GT2, and was the most powerful and fastest road-going 911 ever to have been sold to the public with 523 bhp and 502 ft lbs of torque. The 997 received a mid-cycle refresh in 2008 for the 2009 model year and so did many of the specials. The Turbo S was unveiled at the Geneva Motor Show in March 2010 and the updated Porsche 911 GT3 was unveiled at the 2009 Geneva Motor Show. The 997.2 GT3 got a new 3.8-litre flat-6 engine was now rated at 429 bhp at 7,600 rpm and with a maximum engine speed of 8,500 rpm. The 997.2 GT3 RS followed, with a higher engine power output, lower weight and shorter transmission ratios, as well as having upgraded body and suspension components. The craziest 997 generation special was the GT2 RS. The 3.6 litre twin-turbocharged Flat-6 engine had a crazy 612 bhp and weighed 154 lb less than the outgoing GT2. It was insane, and was the fastest and the most powerful 911 built of its generation. While the 997.2 GT2 RS was special, the best 997 generation car was the final evolution of the 997, the 911 GT3 RS 4.0. It featured a 4.0-litre engine utilizing the crankshaft from the GT3 RSR with increased stroke dimensions that increased power to 493 bhp at 8,250 rpm and 339 ft lbs of torque at 5,750 rpm. Chassis development was influenced by the GT2 RS and uses parts sourced from other RS 911 models. Production was limited to only 600 cars and we would go as far as saying it was the best 911 ever made.
Porsche 997 Motorsport Racing Models
Porsche continued to invest heavily in developing motorsports models throughout the 997s lifecycle. The 997 GT3 Cup was a huge part of that investment. Replacing the 996 GT3 Cup, the 997 Cup's 3.6 litre engine was rated at 394 hp and was mated to a six-speed sequential transmission. In 2009, the GT3 Cup received several 997.2 updates including a new 3.8 litre engine. The Cup cars continued to be tweaked and improved each season. There was also the GT3 Cup S in 2008. In contrast to the GT3 Cup, the body of the Cup S was not based on the road-going GT3 but on the GT3 RS. In the wider wheel arches, considerably larger wheels can now be mounted and several suspension components for the GT3 Cup S were taken from the more powerful GT3 RSR. For the 2010 motorsport season, Porsche developed the 911 GT3 R, based on the international FIA GT3 regulations. The main focus in developing this new model was on even better drivability and even easier handling. It was powered by a 4.0 liter six-cylinder with 480 bhp transmitted to the rear axle by a sequential six-speed dog gearbox. For 2007 there was a new 2007 911 GT3 RSR (type 997), built for the American Le Mans Series and other world GT races. It was based on the street 911 GT3 RS. It continued its development over the life of the 997 with improvements each season. The most interesting racing 997 models however were the new hybrid cars. During the Geneva Motor Show, a Porsche 911 GT3 R with innovative hybrid drive made its debut, opening up a new chapter in the history of Porsche. The following year a Version 2 was introduced, continuing to develop what would be core to Porsche's future racing success.
Porsche 911 (997) Pictures, Galleries & Wallpapers
We take you through our picture galleries and some great shows of this cultural icon.
Porsche 911 (997) Videos
Sit back, relax, and enjoy the show. Here we have curated the best Porsche 997 videos. From journalist reviews to high speed runs to youtubers having a go, they are all here.
Porsche 997 Specs & Performance Summary
Below we have outlined some summary stats on the technical specs and performance for some of the main 997 models. The base Carrera with its (basically) same 3.6 L flat-6 from 996 Carrera was inline with the old 996 in terms of performance. The Carrera S models however used a new 3.8 L flat-6 engine, and you can see in the numbers it made a big difference to performance. There was also a X51 Powerkit is available for S, 4S, Targa models, which increased engine power (below numbers are based on non-X51 cars). As expected, the 997 911 Turbo was the monster in terms of straight-line speed. Most journalists were actually able to get even better numbers than Porsche stated. The 997.2 update in 2009 for all models improved performance across the board thanks to stronger mid-range torque. For some fun, we added the 997 GT2 RS performance numbers so you can see just how insane that car was versus the rest of the 997-era variants.
Porsche 997 Guide & Details
After the transition to water cooling and the cost-saving measures that defined its predecessor, the 997 was developed to reignite enthusiasm among purists while continuing Porsche’s march toward modernity. It was designed under the leadership of Porsche Design Chief Harm Lagaay (and later Michael Mauer, who refined the design for the 997.2 update) and engineered by a team determined to restore the tactile connection and aesthetic identity that had defined decades of 911s.
From the start, Porsche’s goal was to blend classic design cues with modern engineering. The 997’s styling was more traditional, with a nod to the air-cooled 911s that enthusiasts loved — most notably through the return of round headlights after the 996’s “fried-egg” lamps. The body was subtly wider and more muscular, the interior more upscale, and the overall quality far higher. Beneath the familiar silhouette lay a significantly reworked chassis, with an improved version of the 996’s platform, enhanced suspension geometry, and more responsive steering. Porsche also introduced active suspension for the first time with PASM (Porsche Active Suspension Management), allowing the car to adapt to both comfort and performance driving with the press of a button.
The engineering advancements continued with the engines. Early 997 Carreras retained the M96/M97 water-cooled flat-six in 3.6- and 3.8-liter forms, producing between 325 and 355 horsepower, but refinement and reliability were improved. Later, in 2008, Porsche launched the 997.2 facelift, a major mechanical update that introduced the all-new MA1 engine, which eliminated the troublesome IMS bearing entirely. The facelift also brought new technologies like direct fuel injection, LED lighting, and the PDK dual-clutch transmission, replacing the aging Tiptronic automatic. This made the 997.2 not just faster and more efficient, but also far more durable — solidifying its reputation as one of the most dependable modern 911s.
The 997 generation was also the birthplace of the modern Porsche GT lineup as we know it. Motorsport-derived models like the GT3, GT3 RS, and GT2 RS flourished during this era, combining race-bred engineering with everyday usability. The 997 Turbo, powered by the robust Mezger engine and equipped with variable-geometry turbos, delivered staggering performance and became an instant benchmark for all-wheel-drive supercars. Through these models, Porsche successfully bridged its racing heritage and road car excellence, creating a 911 lineup that appealed to both traditionalists and modern enthusiasts alike. The 997 ultimately restored Porsche’s confidence and prestige, setting the tone for the brand’s 21st-century success.
997.1 vs 997.2
The 997 Porsche 911 is a story of two different distinct sub-generations. The "Mark One" or 997.1 cars were produced from 2005 through till the end of the 2008 model year. Almost all the variants had a Mk1 and Mk 2 version. We will focus the below on the core models but it is important to note that there were key differences in the Mk1 and Mk2 997 GT cars too.
997.1 vs 997.2 Mechanicals
Direct injection and PDK double-clutch gearbox.
Lets talk mechanical differences between the Mk 1 and Mk 2 997 cars first. The 911 Carrera, Carrera 4, Carrera S, Carrera 4S Coupe and Cabriolet bodies all had Mk. 1 variants, as did the Targa 4 and Targa 4S. The 997 Mk. 1 non-S cars had a 3.4 liter flat six with 321 bhp and 273 ft lbs of torque. The S models got a bored-out, 3.8-litre version of the flat-six, with more power and torque. The Turbo models got a 3.6 liter engine with 473 bhp and 460 ft lbs of torque. All models above had a 6-speed manual transmission with a 5-speed Tiptronic automatic transmission as optional. All of these engines got port-injection, which is important compared to the 997.2 models. Mechanically, the 997.2 cars were all about the engine and transmission changes. European emissions laws meant Porsche had to make some changes, in particular by driving for higher power efficiency by means of direct fuel injection.
The 997.2 cars all got this new direct injection engines. The cooling effect from spraying gasoline directly into combustion chambers allows for higher compression ratios (both the 997.2 3.6 and 3.8 engines now run 12.5:1 compression) and the result is more power and torque. The 997.2 3.6-liter non-S engine produces 339 bhp, 20hp more than the 997.1 lump, while the 997.2 3.8-liter "S" engine is good for 380 bhp, up 30hp vs the 997.1 version.
While there were other modifications to the boxer engines, they are relatively minor. The 997.2 engines got revised bore and stroke dimensions, lighter engine construction and reduced friction of moving parts. In the end, the new engines return not only more power but also considerably lower fuel consumption and carbon-dioxide emission. The other big technical change with the 997.2 cars was the introduction of a dual clutch gearbox to replace the automatic. Another way to enhance performance while reducing fuel and emission is to work on the gearbox and that is what Porsche did. After a long delay, ZF finally completed a 7-speed double-clutch gearbox for Porsche.
The 7-speed PDK in the 997.2 cars was a big advancement not only compare to the 5-speed Tiptronic automatic transmission it replaced, but also to the standard 6-speed manual gearbox still serving the new 911. Fast and seamless gearshifts cut 0-60 mph by a further 0.2 seconds across the range. However, this improvement is not brought by the additional gear, because 7th is actually an overdrive to enhance fuel economy in highway cruising.
An optional "Sport Chrono Plus" package was also introduced in the 997.2 cars. It adds a digital and analogue timer to the dash top for hardcore drivers to measure lap time on racing circuit. Another important function it brings is a launch control, which could cut another 0.2 seconds from 0-60 mph. Besides, the package provides a Sport mode button to set the sharpest throttle response, heaviest steering, fastest PDK gearchange, stiffest adaptive damping and higher threshold for the PSM stability management system. Relatively light other changes were made to the chassis. The springs, dampers and PASM adaptive damping have been mildly retuned. Bigger brakes (330mm all round) are adopted on the Carrera.
On the road, the biggest difference between the 997.1 and 997.2 cars is the engine and gearbox. The engines feel like they pull harder in the midrange, without any drop-off all the way to the redline. The number don't reflect how much more enjoyable the direct injection engines are. The dual-clutch transmission is also a revelation compared to the 997.1 automatic, with smoother and faster shifts every single time.
Best 997 Model to Buy
If you have a cool million dollars we highly recommend you stop reading this and run out to buy the GT3 RS 4.0. The lighter, harder, "regular" GT3 RS is widely regarded as one of the finest road-going driver’s cars of all time, especially in ultra-rare and chillingly expensive 4.0-litre guise. For many, this is peak Porsche – the perfect modern balance of performance and feedback. Prices are high now, as high as the equivalent 991 successor, and unlikely to head anywhere but north. If that is a stretch, then the 997.2 GT3 is one special sportscar and also up there as one of the greatest sports cars ever made. For regular folk, the 997 GTS is a sure bet. It has the relative understatement of a Carrera 4 bodyshell, blessed with more power and torque and one of Porsche’s finest manual shifters around. The wider rear tracks and stiffer suspension setting also allow the GTS to corner flatter, sharper and more neutral than Carrera S. Its handling and ride quality bridges the gap between Carrera S and GT3. To many people, the GTS is probably the best balanced package, satisfying the need for excitement and comfort simultaneously. Where prices for the full-blown GT cars have gone stratospheric in recent years, the GTS remains an affordable option.
997.1 vs 997.2 Design & Tech
Small Design Tweaks & Updated Infotainment
Despite of the new project number, the core 997 range was actually an evolution of the 996. Thankfully Porsche nailed the 997 design on day one.
Externally, the new 997 continued Porsche's tradition of evolutionary design. There are no big changes, only small details differ from the old car, most notably are the enlarged front intakes, new LED day time driving lights, new shape LED rear lights, new door mirrors and wheel design.
There is no obvious changes to the dimensions and hard points position either. However, the base model Carrera now looks almost the same as Carrera S (apart from twin-exhaust in the base car vs quad-exhaust in the S). All the 997.1 cars have this slightly more muscular look and the return to classic round headlamps makes this one of the nicest 911s visually. Porsche claimed all body panels bar the roof are new versus the 996.
From a design perspective, the 997.2 changes were more tweaks than anything else because everybody agreed with us that Porsche nailed the 997.1 visually. The front end looks slightly more Boxster-like, with a new front bumper, where larger air-intakes were sculptured. The headlights were fitted with LED daytime running lights and an option for bi-xenon lamps was added to the list.
A new set of 18” light-alloy wheels was fitted as standard for the Carrera. The rear lights have a slightly more complex shape than before and are fully LED, including the turn signals. Mirrors are bigger to comply with upcoming European regulations. The standard Carrera gets larger disc brakes, which share the 13-inch diameter of the Carrera S, but are thinner.
Basically the only visible differentiator between the two versions are the tail pipes. The Carrera has two large exhaust pipes; the more powerful 997.2 Carrera S gets four smaller, circular tips.
Inside the car, on the center console, Porsche installed a new infotainment unit that featured a 6.5” touch-screen display. The latest Porsche Communication Management system, PCM 3.0 includes a new touchscreen feature, is standard on all 997.2 911s.
Along with this upgraded system, options such as a hard disk drive navigation system, XM radio with XM NavTraffic capability, Bluetooth connectivity, iPOD port, USB port, and aux jack will be available. It is a major upgrade. In response to customer complaints about the cluttered center console, Porsche has now grouped the buttons in a line without spaces in between. It may look like fewer buttons, but there aren’t.
For seats, there were more options than on the non-facelifted version. Besides the standard, manually adjustable, seats, there was an option for 12-way adjustable seats, adaptive sport seats, and new for the 2008 model were the sport-bucket seats. The instrument cluster featured five dials with a black background.
IMS Bearing & Bore Scoring
The 997.1 uses the second generation M96/05 engine for the base C2/C4 and M97/01 for the S and 4S engines. These engines have been improved substantially over the earlier M96/01-04 to eliminate many of the weak points, but it still has a bad reputation. As a result the 997.1 trades at a significant discount to the 997.2. The two primary issues you hear about on the 997.1 are IMS and Bore Scoring. These are real issues and they need to be understood by all owners, however the prevalence of these issues issues is low, and can be lowered even more by understanding the risk factors.
All 2005 launch year 997.1s, including both the 3.6 M96/05 and 3.8 M97/01, use the same small bearing from the 996 and must be replaced. As a result you will typically see these cars trade at a discount over newer models. However many pros will tell you they prefer the 2005 for the serviceability of the IMS.
You need to remove the transmission to replace the IMS so most people club it with the clutch job. All 2006-2008 model year 997.1's, including both the 3.6L M96/05 and 3.8L M97/01, use the new "large bearing" IMS which effectively solved the problem. These can't be replaced and don't need to be. The failure rate is negligible. The change to the newer bearing happened mid-2005 so all 2006+ are confirmed to have the new large bearing.
Porsche 911 (997) Data, Options, Brochures, Colors, Parts Catalogs & Much More Research from the Archives
We dig into some of the data surrounding the sixth generation Porsche 911, including production numbers, specifications, chassis numbers, sales brochures, equipment codes, maintenance schedules, common problems, colors and much more.
Featured Porsche 997 Stories & Editorial
The Legend. The History. The Archives. Members-Only Stories.
More Porsche 911 (997) News & Updates
Recent news, awesome reviews, new model announcements and all the other latest news and posts regarding the sixth gen Porsche 911.
Porsche 911 (997) FAQs
The Most Popular Questions About the Sixth Generation 911
Who designed the 997 generation Porsche 911?
The Porsche 911 (997) generation was designed under the leadership of Michael Mauer, who became Porsche’s Director of Design in 2004, just as the 997 was being finalized. Mauer refined and completed the car’s styling for production, though much of the initial conceptual work had begun earlier under Harm Lagaay, the same designer responsible for the 996, Boxster, and Carrera GT. In essence, the 997 represented a handoff between two eras of Porsche design — Lagaay’s foundation and Mauer’s execution.
Where the 996 had been modern and minimalist, Mauer’s influence helped bring classic 911 proportions and details back to the forefront. He oversaw the return of round headlamps, wider and more muscular fenders, and a more cohesive, timeless silhouette that echoed the beloved air-cooled 993. Inside, the design team focused on restoring the sense of craftsmanship and luxury that some felt the 996 lacked, introducing higher-quality materials, aluminum accents, and a more driver-focused cockpit layout.
Mauer’s design philosophy balanced heritage with evolution — ensuring the 997 looked unmistakably like a 911, but with modern aerodynamics and refinement. His work set a design language that would carry Porsche into the future, influencing not just the 991 and 992 generations, but also shaping the visual identity of Porsche’s entire lineup for decades to come.
What years is the Porsche 997 generation?
The Porsche 911 (997) generation was produced from 2004 to 2012, covering model years 2005 through 2012. It represented the sixth generation of the 911 and is often divided into two distinct phases — the 997.1 and the 997.2 — each with its own engineering and design milestones.
The 997.1 models were introduced in 2004 (for the 2005 model year) and remained in production until 2008. These early cars carried over updated versions of the water-cooled flat-six engines from the 996 generation (the M96/M97 units) and featured the new, more classic design with round headlights and a much-improved interior. The lineup expanded quickly to include variants like the Carrera, Carrera S, Carrera 4, Carrera 4S, Turbo, Targa, GT3, GT3 RS, and GT2.
In 2008, Porsche launched the 997.2, or second-generation 997, which ran until 2012. This facelift was more than cosmetic — it introduced the completely new MA1 engine family with direct fuel injection, eliminating the IMS bearing issue from previous generations. The 997.2 also brought modern technology such as LED daytime running lights, revised bumpers, and the debut of the PDK (Porsche Doppelkupplung) dual-clutch transmission, replacing the older Tiptronic automatic.
Production of the 997 ended in 2012, when it was succeeded by the 991 generation. Across its eight-year lifespan, the 997 is remembered as the car that reconnected Porsche with its heritage while delivering modern performance and everyday usability — a balance that made it one of the most beloved 911 generations of the modern era.
How innovative was the 997 generation Porsche 911? What made it so special?
The Porsche 911 (997) generation was a masterclass in evolution — not a revolution like the 996 before it, but a thoughtful refinement that redefined what the modern 911 could be. Where the 996 introduced radical change with water cooling and a new platform, the 997 perfected those ideas, bringing back the emotional connection, classic design, and engineering precision that enthusiasts felt had been missing. It was the generation that reconciled Porsche’s heritage with its future, and that balance made it both innovative and deeply special.
From a design standpoint, the 997 was a return to form. Porsche reintroduced the traditional round headlamps, muscular fenders, and tighter proportions that recalled the beloved 993, blending nostalgia with modern aerodynamics. Inside, the cabin was completely reimagined — higher quality materials, aluminum accents, and a driver-focused layout gave the 997 a premium yet purposeful feel. It was also the first 911 to feature Porsche Active Suspension Management (PASM), which allowed drivers to adjust damping electronically, transforming the car from comfortable cruiser to track weapon with the push of a button.
The innovation extended far beyond aesthetics. The 997.1 brought significant improvements to steering feel, chassis rigidity, and refinement, while later models introduced game-changing technology. The 997.2 facelift (2008–2012) debuted the all-new MA1 direct fuel injection engines, offering more power, better efficiency, and finally eliminating the intermediate shaft (IMS) bearing problem that plagued earlier generations. The launch of the PDK dual-clutch transmission was another leap forward, delivering lightning-fast shifts and superior performance to both enthusiasts and everyday drivers.
What truly made the 997 special was how it captured the best of both worlds — the analog charm and steering purity of classic 911s, combined with the sophistication and reliability of a modern sports car. The driving experience was raw and communicative yet refined enough for daily use. The 997 also saw the rise of Porsche’s modern GT program, with models like the GT3, GT3 RS, and GT2 RS setting new standards for performance and track capability. It was the generation that restored Porsche’s reputation among enthusiasts and proved that innovation didn’t have to come at the cost of soul.
How fast was the 997 Porsche 911 generation?
The Porsche 911 (997) generation was impressively quick across its range, continuing Porsche’s tradition of blending everyday usability with world-class performance. Even the base Carrera models delivered genuine sports car pace. The early 997.1 Carrera, powered by a 3.6-liter flat-six producing 325 horsepower, could sprint from 0–60 mph in about 4.8 seconds and reach a top speed around 177 mph. The more powerful Carrera S, with its 3.8-liter engine and 355 horsepower, improved those figures to 4.3 seconds to 60 mph and a top speed just over 180 mph, giving it performance nearly on par with supercars of its day.
The later 997.2 models (2009–2012) were even faster, thanks to the introduction of the new MA1 direct-injection engines and the PDK dual-clutch transmission, which cut shift times dramatically. The Carrera S from this generation could reach 0–60 mph in just 4.1 seconds (or even under 4 seconds with the optional Sport Chrono package) and top out near 188 mph. The precision and immediacy of the PDK gearbox also made these cars feel faster and more responsive in real-world driving.
At the top of the performance ladder, the 997 Turbo, with its twin-turbocharged Mezger engine and all-wheel drive, was astonishingly capable — the standard model’s 480 horsepower delivered 0–60 mph in around 3.7 seconds and a top speed of 193 mph, while the later Turbo S pushed those numbers even further with 530 horsepower and a 3.3-second sprint. The GT3 and GT3 RS models, powered by naturally aspirated, race-bred engines, were similarly rapid: 0–60 mph in 4 seconds flat, and a top speed approaching 190 mph, but with a sharper, more track-focused edge.
In short, the 997 generation was one of the fastest and most versatile 911 lineups ever built, offering everything from refined daily performance in the Carrera to breathtaking, race-inspired speed in the GT and Turbo models. It marked the point where the 911 truly entered supercar territory — without losing its everyday drivability.
What's the best variant and year for a 997 gen Porsche 911? Any to avoid?
The best variant and year of the Porsche 911 (997) generation depends largely on what you value most — classic analog feel, modern reliability, or all-out performance — but in general, the later 997.2 models (2009–2012) are considered the sweet spot for most buyers. These cars received major updates, including new direct-injection engines (MA1) that eliminated the IMS bearing issue found in earlier 996 and 997.1 engines, as well as the option of the lightning-fast PDK dual-clutch transmission. They’re more refined, more reliable, and deliver performance that still feels world-class today.
For an ideal balance of value, performance, and long-term reliability, many enthusiasts point to the 2009–2012 Carrera S or Carrera 4S. These cars offer 385 horsepower from the 3.8-liter flat-six, sharper handling, and improved build quality, along with updated styling that subtly modernized the 997’s look. The Carrera 4S in particular, with its wide Turbo-style body, all-wheel drive, and upgraded brakes, is often regarded as the best all-around 997 — beautiful, practical, and thrilling to drive.
For pure driving engagement and collectibility, the 997 GT3 and GT3 RS (especially the 997.2 versions from 2010–2011) are the pinnacle. They use the race-bred Mezger engine, feature hydraulic steering, and deliver one of the most direct and rewarding driving experiences of any modern sports car. The 997 Turbo, available from 2007 to 2012, is also a standout: fast, comfortable, and exceptionally durable thanks to its Mezger powerplant and all-weather capability.
As for models to approach with caution, the early 997.1 Carreras (2005–2008) share the M96/M97 engines with the 996, which are prone to IMS bearing and bore scoring issues. While many cars have been updated or properly maintained, buyers should verify service history and look for preventative IMS upgrades if applicable. In summary, if you want a 997 that combines reliability, performance, and timeless design, go for a 2009–2012 997.2 Carrera S, 4S, or Turbo — and if you crave something truly special, the 997.2 GT3 or GT3 RS are among the finest driver’s cars Porsche has ever built.
What is the price of a used 997 generation Porsche 911?
The Porsche 911 (997) generation remains one of the most desirable modern 911s, and its used-market prices reflect both its enduring appeal and its variety of configurations. Entry-level Carrera models from the early 997.1 years (2005–2008) are typically the most affordable, with prices generally ranging between $30,000 and $50,000 depending on mileage, condition, and maintenance history. Well-kept examples with the desirable six-speed manual transmission and service records (especially IMS bearing documentation) tend to sit at the higher end of that range.
The later 997.2 models (2009–2012) command a noticeable premium thanks to their improved reliability, direct-injection engines, and available PDK dual-clutch gearbox. Clean, low-mileage Carrera S or Carrera 4S models from this generation often sell between $50,000 and $70,000, with special colors, low production options, or well-documented service histories pushing them higher. These cars are increasingly viewed as modern classics, striking a perfect balance between analog driving feel and modern technology.
Higher-performance variants—such as the 997 Turbo, GT3, and GT3 RS—occupy a completely different tier. The 997 Turbo, with its robust Mezger engine and everyday usability, typically ranges from $80,000 to $130,000, while the limited-production GT3 and GT3 RS models regularly fetch well over $100,000 and can exceed $200,000 for pristine examples. In short, while the 997 can still be a relatively attainable 911 in Carrera form, the top-tier performance models have already cemented their place as blue-chip modern Porsche collectibles.
Any IMS bearing or bore scoring issues with the 997?
The Porsche 911 (997) generation is beloved for its performance, balance, and design—but like its predecessor, it isn’t completely free of mechanical issues. The most discussed and sometimes misunderstood of these is the IMS bearing problem, which carried over from the 996 generation. However, it’s important to note that not all 997s are affected, and by the mid-cycle update (997.2, introduced for the 2009 model year), Porsche had completely eliminated the issue. Alongside the IMS bearing, a few other concerns—such as bore scoring, rear main seal (RMS) leaks, and general wear-related problems—are worth knowing for any buyer or owner.
Intermediate Shaft (IMS) Bearing Failure
The Intermediate Shaft (IMS) drives the camshafts inside the flat-six engine, and in early 997.1 models (2005–2008), Porsche used a sealed ball bearing to support the shaft. Over time, the grease inside this bearing could degrade, and the seal could fail—leading to inadequate lubrication. When this happens, the bearing can disintegrate, often causing catastrophic engine failure. Fortunately, the actual failure rate is relatively low—typically estimated around 1%–5%, depending on usage and build date—but the risk is real enough to make it one of the most infamous Porsche reliability concerns.
The problem primarily affects 2005–2008 Carrera and Carrera S models with the M96 or M97 engines. Cars built after mid-2006 received a larger, stronger IMS bearing with a lower failure rate, and starting with the 997.2 generation (2009–2012), Porsche completely redesigned the engine with a new MA1 direct-injection unit that eliminated the IMS bearing altogether. The fix is to retrofit an upgraded, serviceable IMS bearing (from companies like LN Engineering) during clutch replacement as a preventative measure.
Bore Scoring
Another known issue, particularly on 997.1 3.8-liter engines (Carrera S and 4S), is cylinder bore scoring. This occurs when the cylinder walls become damaged or scored due to uneven lubrication, piston slap, or debris. Symptoms include ticking noises, blue smoke, and high oil consumption. While not as common as IMS failure, it’s a much costlier fix, often requiring an engine rebuild. Later engines with improved materials and cooling designs reduced this risk, and again, the 997.2’s MA1 engines are not known to suffer from this problem. The fix is an engine rebuild with upgraded cylinder liners or re-sleeving; regular oil changes and proper warm-up routines can help prevent it.
Overall, the 997.1 generation (2005–2008) carries over a few vulnerabilities from the 996 era — primarily IMS bearing and bore scoring issues — while the 997.2 (2009–2012) effectively solved them with its all-new MA1 engine design. The 997.2 is therefore considered the most reliable choice for long-term ownership. Still, even for earlier cars, most problems can be addressed proactively with upgrades and thorough maintenance.
Where there any major updates during the 997 Gen 911?
Yes — the Porsche 911 (997) generation saw several major updates and refinements during its production from 2004 to 2012, resulting in two distinct phases: the 997.1 (2005–2008) and the 997.2 (2009–2012). The mid-cycle update was far more than a simple facelift — it represented a significant leap forward in performance, technology, and reliability, making the 997.2 one of the most polished and desirable eras of modern 911 development.
The 997.1, introduced for the 2005 model year, brought the 911 back to its traditional design roots after the controversial 996. It featured classic round headlights, a higher-quality interior, and a stiffer chassis, while retaining the water-cooled M96/M97 engines. These early models were powered by a 3.6-liter flat-six (325 hp) in the Carrera and a 3.8-liter engine (355 hp) in the Carrera S. Throughout its run, Porsche also introduced several performance variants — including the Turbo, GT3, GT2, and Targa models — all of which broadened the car’s appeal and set the stage for the modern GT lineup.
The 997.2 update, launched in 2008 for the 2009 model year, brought sweeping changes under the skin. Porsche replaced the older M96/M97 engines with the new MA1 direct fuel injection (DFI) flat-six, which delivered more power, improved efficiency, and completely eliminated the IMS bearing issue that had plagued earlier water-cooled 911s. Power rose to 345 hp in the Carrera and 385 hp in the Carrera S, while throttle response and torque delivery improved dramatically. Another huge innovation was the debut of PDK (Porsche Doppelkupplung) — Porsche’s dual-clutch transmission — which replaced the older Tiptronic automatic, offering lightning-fast shifts and better performance across the board.
Visually, the 997.2 featured subtle but effective updates: revised bumpers, LED daytime running lights, LED taillights, and new wheel designs, giving the car a sharper, more modern look. Inside, Porsche introduced an updated PCM infotainment system with touchscreen functionality, Bluetooth, and improved navigation. The suspension and steering were retuned for greater precision, and Porsche Stability Management (PSM) was enhanced for smoother, more predictive control.
In short, the 997 generation evolved dramatically over its eight-year run. The early 997.1 models refined and restored the 911’s classic character, while the 997.2 turned it into a truly modern sports car — faster, more reliable, and more technologically advanced. It’s this blend of heritage and innovation that makes the 997 one of the most beloved and well-rounded generations in 911 history.
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