Porsche 911 Turbo 996 5th Generation 2001-2005 Review

Partly due to the (sometimes overblown) intermediate shaft problems on the low-line 911s' M96 engines and the somewhat low-rent interior materials that also suit the Boxster's price point better than the expensive 911's, the 5th-generation Porsche 911 Turbo has forever remained the black sheep in the 911 genealogy. This was certainly not helped by the very un-911-like runny-egg headlights, also shared with the cheaper Boxster. Unfortunately, this styling feature never changed throughout the life of the 996, although the Turbo does benefit from more aggressively flared wheel arches, a wider body, and unique bumpers and wheels.

The biggest change inside is the arrival of a proper glovebox in the lower passenger-side dash¹ and the replacement of the previous dual cupholders in the dash with a single one².

The cassette deck is replaced with a standard CD player.

A new rev-counter is used in the gauge cluster.

The 2001 Porsche 911 Turbo launches with a 3.6-liter twin-turbocharged version of the M96 flat-six water-cooled engine specially developed for the 996 911 and 986 Boxster. It delivers 415 hp in the AWD 2001 Turbo coupe in either six-speed manual or five-speed automatic guises and is boosted to 444 hp with the optional X50 package fitted. The normal Turbo gets a Cabriolet version with the same drivetrain options as the coupe for the 2004 and 2005 model years. The 2005-only Turbo S gets the X50 package as standard, along with Porsche Carbon Ceramic Brakes and a few other extra features.

You don't buy a 911 Turbo for its fuel economy. Still, it's heartening that all models can manage 20 mpg or better on the highway, even if consumption will tank dramatically when driven with gusto or on a track. And the handful of owners who submitted their real-world consumption figures proved that the supercar is capable of surprising fuel economy if driven with uncharacteristic restraint. The gas-tank capacity of 16.6 gallons is a bit on the small side, though.

* Real-world mpg and MPGe figures are provided by the EPA. Once a car has been on sale for a significant period of time, the EPA gets real-world figures directly from the customer base. These figures are then provided on the EPA website. Real-world figures are not available for certain models due to a lack of sales, or not enough people partaking in this after-sales survey.

From the start, all 5th-generation Porsche 911 Turbos received quite a comprehensive suite of standard-fit safety features, including ABS with electronic brake-force distribution, traction and stability control, all-wheel drive, xenon headlights with washers, an auto-tilting passenger side mirror, an auto-dimming driver's side and interior mirror, and six airbags. Parking sensors cost extra. Rain-sensing windshield wipers became optional from 2002 and standard from the 2004 model year. The 2005 Turbo S has standard composite ceramic brakes.

Cars like the 911 Turbo are not crash-tested by any of the US safety bodies, but the 5th-generation 996 911 Turbo is probably as safe as any of its contemporaries or better, seeing that it is equipped with all the expected modern safety features and constructed with modern crash structures forming part of the body.

The 996 Porsche 911 Turbo has essentially one specification level or trim and other trims have more to do with a change in body style (like the Cabriolet) or an increase in power (like the S) and some specific changes that go along with these derivatives, rather than a radically different equipment level. The Cabriolet only arrived in 2004 and the S in 2005. All trims are offered with standard AWD and a choice of six-speed manual or five-speed automatic transmissions.

The 996 interior never really lived up to its price tag and was always more budget Boxster than 911 posh. This is one of the reasons why the 996 is one of the less-beloved 911s out there, and in terms of interior quality and wear resistance, the 5th-gen 911 isn't the best. It is, therefore, advisable to carefully check the interior fittings and buttons for wear and opt for a well-looked-after example only. Also note that light-colored interiors can reflect irritatingly into the windshield. Comfort is good, though, and space up front is plentiful, with 41.6 inches of legroom and 38 inches of headroom. The separate luggage compartments include three cubic feet in the frunk and 11 cubes out back, which is decent for two-up touring. Be warned, though, that the rear seats are basically token gestures and are best left folded to increase luggage space.

A Porsche is not a cheap car to fix or maintain, even if you can pick up a 996 Turbo for less than $50,000. Just replacing an engine can already put you over half that purchase price, so check any used one out carefully. Take a Porsche expert along and insist on a full service history with Porsche. These being hard-driven sports cars, replace the oil every 5,000-7,500 miles at the latest or every year, whichever comes first. Reduce that interval to 3,000 miles if you do any track time. Every single other service item in the service book should have been adhered to on schedule. Porsche reckons you can go as much as 15,000 miles between oil changes, but no meticulous owner waits that long. They do concede that cars driven for less than 9,000 miles per year should be serviced annually.

According to the manufacturer, the cabin's air filter should be replaced every 15,000 miles and we would include the brake fluid at this mileage. Both the engine's air filter and fuel filter should typically be replaced every 30,000 miles. The PCV valve, engine coolant, and spark plugs are due for replacement at 100,000 miles as per normal requirements.

However, since these cars don't typically cover normal annual mileages, servicing requirements have to be adapted to be time-based, not mileage-based. To this end, it is recommended that you replace the brake fluid, engine air filter, and cabin filter every 15,000 miles or two years. The spark plugs should be replaced every 30,000 miles or four years. The auxiliary drive belt should be replaced every 60,000 miles, and the throttle body cleaned. It is advisable to replace the manual and automatic transmissions' fluid every 60,000 miles, along with the front differential fluid.

A basic lube service will likely cost around $300 at a Porsche dealership. The M97.70 engine has an oil capacity of around 9.2 quarts of full-synthetic oil and, since it uses a dry-sump lubrication system without a dipstick, we recommend you leave the job to the professionals. An engine air filter would cost around $55 for the OEM item, and a set of six spark plugs will set you back around $75. However, in the interest of maintaining an unblemished service history at Porsche and preserving the vehicle's resale value, we would recommend that the manufacturer do the routine maintenance. Things you can do at home include keeping the oil topped up and regularly checking the tire pressure.

When people hear "Porsche 996", they think about nothing else than, first of all, Porsche abandoning air-cooled engines, second, IMS problems, and, third those looks - and they tend to run for the hills. This is great news if you're in the market for a used 996 Turbo, because the water-cooled engine is a tour de force and retains much of the air-cooled one's charisma. Even better, the GT1 racing-derived engine suffers none of those pesky problems that the lowlier 996s suffer from. Its only big fault is the troublesome cooling system. Of course, you'd have to learn to live with the runny-egg headlights.

Here are all the 2001-2005 Porche 911 Turbo recalls:

• All model years of the 5th-generation Porsche 911 Turbo were recalled to refund owners for faulty Ohlins front strut kits that contained a strut pin that may break, causing the strut to separate from the vehicle and leading to a loss of control.
• There were two recalls for the combined hydraulic system serving both the clutch on manual Turbos and the power steering:
• 2001 911 Turbos with the manual transmission were recalled to replace a clutch pressure line that could leak at its connection with the clutch cylinder, leading to a loss of clutch and power-steering assistance, as well as a fire risk, should leaking fluids come in contact with the exhaust.
• 2003 Turbos were recalled to tighten a loose fitting in the power steering's pressure line that may leak hydraulic fluid, leading to a loss of clutch and power-steering assistance, as well as a fire risk, should leaking fluids come in contact with the exhaust.
• 2001 911 Turbos were recalled to have a protective sheath fitted to prevent a fuel line from chafing on the intake manifold and possibly leaking fuel on the hot exhaust.
• 1,805 2003 911 Turbos were recalled to have their front seats replaced because the seatback may be of insufficient strength, causing it to twist or tilt in an accident.

There aren't any specific problems with the 2001-2005 Porsche 911 Turbo's headlights and the bi-xenon units are powerful and efficient. However, in common with many other cars with plastic headlight lenses, these can become opaque and cloudy after a few years, requiring professional polishing to restore them. The heating, ventilation, and air-conditioning (HVAC) system and general electrics seem up to the task and owners reported very few problems on the 2001-2005 Porsche 911 Turbo's AC compressor, keyless entry, blower motor, central locking, or heater.

Although few problems are reported, the OBD-II code P0410 on a 2001-2005 911 Turbo may be produced if ever there is a problem with the engine's secondary air-injection pump, while P0102 indicates an issue with the mass air-flow (MAF) sensor's reading.

There is no such thing as a bad 5th-generation Porsche 911 Turbo 996, so the point of division will usually be the transmission choice. Diehard Porsche enthusiasts swear by the six-speed manual transmission and if you are going to stick to the Turbo ethos and want to enjoy the powerful engine without a filter or microprocessor in between, don't look at the Tiptronic S. Said fans will also not appreciate the increased weight and worse rigidity of the Cabriolet and likely decry it as the poser's choice, especially in automatic guise. In terms of problems, the first 2001-2003 models experienced more issues and since they are also older and may exhibit the dodgy second-gear problem on the manuals, should be checked out more carefully.

Any manual will be a thrilling drive, even more so with the optional X50 package fitted for more power - or the 2005 Turbo S that has this as standard, in addition to the carbon-ceramic brakes. But this specialized model will be rare and expensive. So we think the 2004 Turbo manual coupe is the sweet spot in the lineup. It should no longer be affected by the odd transmission issue and it has the 2003 update's CD player and the 2004 update's rain-sensing wipers, as well as only a single recall. If you're coming from a luxury nameplate and you're new to the Porsche brand - and don't want to give up comfort and style - you'll find that the first automatic 911 Turbo is a stellar effort that does make tackling traffic a painless experience. What's more, you can have this in conjunction with a cabrio body, complete with a proper defrostable glass rear window. It seems with the 996 Turbo, you really can have your cake and eat it.

The 996 Porsche 911 Turbo is unfairly criticized for its runny-egg headlights and water-cooled engine. But, it is a superb driver's car with ballistic performance, even today, and a choice of manual and automatic transmissions, as well as the cabriolet body style. It's also a lot cheaper than its rare and very collectible 993 Turbo predecessor. It lives in the shadow of lowlier 911s' widely publicized M96 engine issues - especially the IMS failures - but true fans know that the bullet-proof Mezger engine in the Turbo is free from these issues, making this 911 Turbo perhaps the best-value Turbo of any generation. Grab one while they are still affordable and flying under the radar, because it won't stay this way. But whatever you do, check out that troublesome cooling system very carefully. It's really the car's only glaring fault.