Without a doubt, the pandemic has distorted the value of cars across the new, used, and collectible markets. It’s difficult to predict if we’ll ever see a normalcy to car pricing again. Cost of materials, labor shortages and supply chain woes have fueled the rise for the past two years. Add the highest levels of inflation since the 70s with the cloud of the pandemic becoming endemic and you begin to wonder if anything will ever be the same again.
These factors along with a sense of FOMO have contributed to the spike in value of the modern era air-cooled Porsches. Unique colored or low mileage 993 C2S are now selling for well over $200k. It’s hard to imagine there’s still room for the car to appreciate further given its original base price adjusted to today’s dollar was around $140k. But with roughly 1700 built for the US market over two years, it’s rarer than the C4S and the Turbo.
Porsche 993 C2S Exterior
Penned by British designer Tony Hatter, the 993 shares only 20% of its parts with the previous generation 964. Its design has been controversial on the Porsche forums with some thinking it’s the pinnacle of the air cooled era with others saying its bulbous fenders and rounded bumpers were unlike any other 911 ever made.
Trends during the late 90s/early 2000s exhibit this ovoid trait with cars like the Lexus 400sc and even the Aston Martin DB7 having rounded shapes as part of its design vernacular. The 356 C also had a rounded front, and the 993’s nose is a modern rendition less the chrome bumper.
People seem to have fewer design issues with the C2S as the squared off front valance and the flared rockers make the car look more aggressive than the standard C2. Not since the 356B had the split rear grille been designed into another Porsche. With its wider than standard rear, unique grille, flared front fenders, and S/4S specific body work, the C2S stands distinctly apart from the other 993 trims. Some prefer the factory aero kit, but one would lose the exclusive split grille attribute.
Porsche 993 C2S Interior
Five dials dominate the cluster with the HVAC, radio, and glovebox completing the dash layout. The 2+2 layout shows a slightly updated interior to the previous generation with the newer stitch patterned seats, revised door cards, updated steering wheel, and rear backrests – all in all, it’s really only evolved from the 60s with no revolutionary changes.
But this isn’t necessarily a bad thing as the all business no fuss interior demonstrates a simplicity and restraint that’s neither exciting nor offensive and has aged with a timelessness. It’s simply functional. Controls are all easily within reach of the driver with the only quibble being access to the HVAC buttons and dial on the left as its access is hindered by the steering wheel. Ergonomically speaking everything feels snug which could pose a problem for larger sized drivers.
Porsche 993 C2S Mechanical
The one Achilles heel to the Carrera 2S is that it possesses no distinct mechanical upgrades to the base model Carrera–same engine, same suspension, same brakes. While low by today’s standards, the 285 hp engine still provides enough power to handle modern day traffic and make every drive enjoyable. Plus the air cooled boxer-6 engine provides a unique soundtrack to listen to at any speed. One known issue is that the engine valves have a tendency to wear quickly. It’s an expensive fix so have it looked at with a pre-purchase inspection.
Power is put down through the first ever 6-speed transmission for a mainstream Porsche model. The venerable G50 transmission considered the best 5-speed Porsche ever produced was tweaked to include a 6th gear code named G50/21.
Stopping duties are handled by the same four piston calipers found on the Carrera and came black as standard. The larger red turbo brakes are shared with the Carrera 4S. An all new multi-link rear suspension was introduced with the 993 that helped prevent snap oversteer.
Porsche 993 C2S Maintenance
The 993 has proven to be a reliable driver considering the car is now 25 years old. Common issues are discussed on Porsche forums like Rennlist. Aside from the valve guides, the other known weakness is the areas around the window seals tend to rust over time. Have those areas checked as well during a pre-purchase inspection. Oil changes run around $450 at the dealer so setting aside another $1000-$2000 or so a year should cover most incidentals.
Porsche 993 C2S Desirability
In the eyes of many Porsche enthusiasts, the 993 represents the culmination and therefore the best air-cooled 911 Porsche ever produced. It hasn’t seen the same meteoric rise in price as the 964, but much of that is due to Singer and copycats sourcing solid 964s to convert to restomods thereby reducing their overall availability. Others argue that the 964 represents the final true iteration of the F and G type body as the 993 became more curvaceous and lost much of the design language of the previous 911s.
The final generation air cooled Porsche will always make the 993 a desirable car. Even today, it blends old and new with its precise gearbox and steering feel, refined handing characteristics with no nanny controls, and a peppy 3.6 liter engine that keeps the car from feeling slow. As a reaffirmation of the 993’s importance to Porsche history, Project Gold was released as a commemoration for its 70th anniversary –a 2018 Turbo S with its body modeled after a 993 Turbo S.
Assessment
If past history serves as a barometer of things to come, then the Carrera 2S has much going for it – limited production numbers, unique body work, and a rabid fan base to keep prices elevated. Some have asked if the Carrera 2S has the same underpinnings as the base Carrera, then why pay the premium? Not an illogical thought, but the question misses out on what collectibility is really about. Simply put, people want exclusivity and the satisfaction in knowing that not too many other people if any have the same thing you own. Looking back at the 356 B and C coupes, they trade roughly at a median price of $100k today. But limited produced 356s such as the Reutter 356 Cabriolet trade for several hundred thousand dollars. Not bad for a small premium paid back in the 50s.
The long-term outlook on price for the car is northbound, especially as Gen X’ers and early Millenials reach their maximized income potential (People of these generations are the ones most likely to have lusted after this car as kids). However, on a 5-yr ownership horizon, the outlook is a bit more murky. Inflation and the pandemic don’t seem to be ending any time too soon so prices are expected to stay stable. But as supply chain issues get sorted in the coming years, this should alleviate inflationary pressures which could result in price dips for the car.
Thanks for the insightful analysis! I had a ‘96 Carrera 2 6-speed over a decade ago and I got bit by the dreaded secondary air injection OBD 2 check engine light issue, and so emotionally I can’t stomach buying a 96+ 993, which of course precludes the C2S. I had never thought of the connection between the curves on the 993 and the 356, until my better half pointed it out yesterday, and then was validated by this thoughtful write-up. Thanks again, well done!