Porsche 911 997 (6th Generation) Research Hub (2005 - 2013)
This is your center for all things sixth gen Porsche 911. The ultimate reference center.
The Story / Timeline / 997.1 vs 997.2 / Model Guides / Performance & Specs / Data & Research / Pictures & Videos / News & Updates
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.
Type 997 Porsche 911 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, rear-wheel drive, Rear-engine, all-wheel drive / 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 automatic, 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 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.
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 Type 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.
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