Background
And so it came to pass that the first ever water-cooled 911, the 996, was launched in 1998/9.
When news first broke of the 911’s break from its air-cooled tradition there was much wailing, plenty of gnashing of teeth and, from the die-hard enthusiasts, no doubt an unseemly amount of flagellation.
So, why exactly did Porsche change the course of the 911’s history and swap air for water in its engine designs? Firstly, because during the 1990s, Porsche was facing financial troubles and rumours of a proposed takeover were being spread. Secondly, the signature air-cooled flat six had reached the zenith of its development trajectory in the 993. Thirdly, by the early 1990s it was becoming obvious that upcoming emissions regulations would make it impossible for Porsche to continuously deliver year-on-year performance improvements from its air-cooled engine.
Today, of course, the 996 lies in something of a price valley at the foothills of its predecessor’s lofty pinnacles and is not much further up the slope towards the current values of its more exalted successor, the 997.
But we should remember that when the 996 was launched it was greeted with almost universal praise and heralded by most people who knew what they were talking about as the best sorted and most usable 911 that had ever carried the badge.
Richard Hammond was effusive about the 996, describing it as “rare, visceral and exciting” and “a great car”. Tiff Needell said it was “better in almost every way” than the 993, offering a driving experience that was “second to none”.
The 996 introduced the PSM electronic stability control system, which helped four-wheel-drive models harness their power and lay it down with more control than in any previous 911.
As with earlier iterations, power outputs in the desirable and pricey Turbo or Turbo S versions were significantly higher – north of 400bhp in the later 3.6-litre endowed cars. Gearbox choices meanwhile were of the manual six-cylinder or five-speed Tiptronic variety.
In 2002, Porsche introduced the Turbo X50 option, which included larger turbochargers and intercoolers along with revised engine control software and a reinforced gearbox.
The X50 increased power to 450bhp and allowed the car to complete the 0 – 62mph sprint in just 3.9 seconds. In 2005, Porsche introduced the Turbo S, which had the same X50 powerplant included as standard equipment, with formerly optional carbon fibre-reinforced silicon carbide (C/SiC) composite ceramic brakes (PCCB) also included as standard.
Where other 996s suffered both physically and reputationally from a somewhat over-hyped propensity to eat their own engines in a catastrophic and terminal fashion, the Turbo, GT2 and GT3 variants all came with the legendary - and trouble-free - ‘Mezger’ engine derived from various Seventies racers and the later 911 GT1.
A Porsche 911 Turbo X50 is a rare and very fine car indeed.
And the example we have for you is one of the best you could hope to find anywhere.
