Porsche was celebrating the 911’s 60th anniversary by showcasing examples from every generation for a scenic drive through Germany’s Palatinate region.
It was the perfect gig for a Porsche enthusiast like my long-suffering boss. Compared to him, I’m practically a 911 novice. Don’t get me wrong I admire 911s, at least most of them, even if the engine is famously in the wrong place.
But when conversations veer toward 901s, 993s, and 964s, expecting me to instinctively know that the 997 precedes the 991 but follows the 996, I’m the guy who shrugs and asks, “Just tell me what year your glorified Volkswagen is.”
Now, dear reader, I’ve returned to the U.S. a changed man. No, I won’t be giving lectures on retrofitting M96-engine IMS bearings anytime soon, but I did get to trace the 911’s evolution, experiencing how it originated, adapted, and flourished.
It’s a fascinating journey. Come along as we explore the 911’s story through its steering wheels and pedals.
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1970 Porsche 911 (901) S 2.2 Targa: Almost the Original Porsche 911
What we now know as the 911 was initially called the 901 until Peugeot raised a trademark issue. Porsche does own an original 901, which I drove recently, but for this outing, the first-gen car was represented by the original Targa the initial hesitant step toward a 911 convertible.
Sitting in a first-gen 911 feels like being overwhelmed by history. You’re looking at the genesis of one of the automotive world’s great dynasties.
At first glance, the interior seems more like an upright piano than a modern 911 yet there they are: five round gauges beneath a curved dash, a rounded windshield, and the ignition key slot on the left. It’s like coming home.
Turning that key awakens the boxer engine to its distinctive gentle chugging idle. It took me several attempts to locate the dog-leg first gear—turns out, it’s uncomfortably close to where my right knee is.
The engine is noisy but gloriously so! The 2.2-liter flat-six struggles a bit on inclines but comes alive past 5,000 rpm. I’m told the original 2.0-liter was even less potent, which I find hard to believe.
The unassisted steering is remarkable not too heavy, not too light and it loads up with g-forces, clearly conveying what the car is doing.
The brake pedal requires a firm push before engaging but offers precision that makes it feel like my feet are directly linked to the brake pads.
Even the turn-signal lever is a delight a tactile masterpiece of levers and springs. Without the 911, German engineering might still be best known for its cuckoo clocks.
The 901 is primitive by today’s standards. The engine’s performance is underwhelming, the thin-rimmed steering wheel is awkward to grip, and the dog-leg shifter is confounding.
Yet this is the genesis of greatness, the foundation of a legacy that has endured for six decades.
1983 Porsche 911 (G-Series) Cabrio Turbo-Look: From Sports Car to Supercar
Before you hit “send” on your emails, Porschephiles, yes, I know: There wasn’t an official Turbo-look option in 1983, at least not for the public.
This one-off was built for Porsche’s then-CEO, Peter Schutz, and it showcases the 911’s evolution not just in the muscular styling borrowed from the 930 Turbo but in luxurious touches like 16-inch wheels, power windows, bolstered seats, and leather galore.
This was the 1980s 911: once a solitary dreamer strumming an acoustic guitar, now a rock star shredding on an electric in packed arenas—still indulgent but not overcome by excess.
Driving it feels like a “Greatest Hits” album. The dog-leg shifter is gone, replaced with a snappy, precise gearbox.
The 3.2-liter, 228-hp engine pulls hard, emitting its trademark whine alongside a snarl as the tach passes 3,000 rpm. The steering has been refined to near perfection, offering telepathic accuracy with a satisfying buildup of effort.
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On an open stretch, away from watchful Porsche eyes, I pushed the car to 150 kph, then 160, then 175, and finally let off just shy of 180 kph (about 110 mph, accounting for speedometer error). The car remained rock-solid, defying its reputation as a tail-happy menace.
Driving the Turbo-look fills me with optimism, like a new Wall Street millionaire staring at the endless possibilities of the booming ’80s. This car marks a pivotal moment the 911’s transformation from a sports car into a supercar. I never wanted the drive to end.
1992 Porsche 911 (964) Carrera RS: Dancing on the Ceiling
While the 964 wasn’t part of this particular drive, it earned its place here thanks to a 2022 911 RS drive celebrating the ducktail spoiler’s 50th anniversary. The 964 Carrera RS represents Porsche pushing the original 911 platform to its absolute limits.
The Carrera RS is an extreme example a stripped-down racer prioritizing speed over comfort. With 260 hp, it might sound modest on paper, but it’s fiercely quick. Its brakes, suspension, and unassisted steering respond instantly, creating a twitchy, razor-sharp feel that leaves little room for error.
The 964 marked significant progress for the 911: a proper automatic transmission (finally departing from the ’68 Sportomatic experiment), 959-derived all-wheel drive, and power steering.
Yet, the RS feels like it’s struggling against its roots, burdened by Porsche’s commitment to maintaining the 911 formula.
While the Carrera RS delivers exhilarating performance, it also highlights the platform’s limitations, with every ounce of its potential wrung out in an adrenaline-fueled drive.