The 964 Finally Comes of Age

Ferry Porsche was once asked what he considered to be the best Porsche. “The next one…”, he replied.

Each generation of Porsche models has it’s own group of passionate enthusiasts who proclaim their chosen model as “The best ever!” While the rest of us silently scratch our heads in wonderment about what all the fuss is about. Over time, invariably, passion wins out as each model claims its rightful spot in a continuum that reflects constant development and improvement of the greatest sports car the world has ever known.

For many years, the 964 version of the 911 was not given its due. This version of the 911 replaced the 3.2 Carrera beginning in mid-1989 and was the immediate predecessor of the 993, which made its debut for model year 1995. Some criticized the 964’s appearance, which they felt was somewhat
ungainly—especially when compared to its more curvaceous 993 replacement. Others complained about the approx. 300 lbs. weight gain over prior models. Others still, complained about the added complexity of new systems in certain models, such as ABS and power steering in the C2/C4 versions, and all-wheel-drive (derived from the 959 Supercar) in the C4, which was given the unflattering nickname, “Sputnik Porsche,” by respected Porsche historian and author, the late Bruce Anderson. And everyone thought the 964 was expensive in its day, starting at about $60k in 1990 for a C2 coupe.

To be fair, initially there were some problems with the 964, not surprising, given Porsche’s claim that more that 85% of the car was all new. Early version 964 engines were produced without a head gasket—intentionally! The clutch & flywheels were initially problematic. And some other weaknesses appeared over time, such as ozone-related degradation of a small, but critical component of the new twin-plug ignition system. By now, however, these problems will have almost certainly been dealt with in any well-kept example, including the very early versions.

Early fans of the 964 noted its improved aerodynamics, which promised greater performance and economy, while its modernized suspension design enabled all-wheel-drive, ABS, improved ride and handling, and all around better performance, compared to the torsion bar setup of Porsche’s early designs. All manual transmission models featured the G50 transmission that was so revered in the older 3.2 Carrera. Importantly, the 964 also featured the introduction of the 3.6 liter engine, with 20% improvements in both horsepower and torque for US models.

Many now consider the 964 as the last mainstream Porsche model that was truly “made by hand.” In fact, Porsche was not able to build and sell the 964 at a profit. The cost reductions from both manufacturing techniques and materials in the 993 enabled Porsche a return to profitability, even though the 933 was not priced any higher than the 964 it replaced.

The vault-like build quality of the 964 is obvious even today. For fans of the 964, it is not surprising that the noted California-based Porsche tuner, Singer, uses a 964 chassis and drive train as the starting point for each of their magnificent creations. Any of you with an internet connection likely noticed the Urban Outlaw himself, Magnus Walker, also used a 964 for his best-ever—so-far—and most recent hot rod project. The same is true for other tuners. Unfortunately for the rest of us 964 enthusiasts, the Porsche marketplace no longer steeply discounts the 964. If you’d like an excellent, clean, 964 C2, with low miles, good luck finding one below its original MSRP. I think those days are gone forever. Have you noticed the best examples of the RS America are often priced north of $100k? And it seems examples of limited production 964-based models built for ROW markets are among the hottest buys in the Porsche collector market today.

Clearly, I am not alone in my enthusiasm for the 964. Last fall, while attending a Caffeine & Carburetors gathering in New Canaan, I met fellow 964 owner and CVR member Rob Goughary. I learned from Rob that he and a few of his buddies—all of whom own and drive 964’s—have been meeting, gathering and otherwise having fun in true skunk-works fashion, all centered around the 964. Rob has graciously offered to head up a 964 Special Interest Group within CVR for the purpose of sharing information and enthusiasm about all things 964. If you have an interest in joining the CVR 964 SIG, I hope you will contact Rob directly at: goughary@yahoo.com or text him on his cell # 917-862-6819.