Review: Porsche 996.II 911 Targa (2001-04)

Overview

Released in August 2001, the Porsche 996 Series II (996.II) 911 Targa was a two-seat coupe with a rear-opening hatch and a power-operated, sliding glass roof. The 911 Targa was powered by a 3.6-litre flat six (or horizontally opposed) petrol engine and mated to either a six-speed manual or Porsche’s ‘Tiptronic S’ automatic transmission which had a sequential shift mode and steering wheel-mounted thumb switches for gearshifts.

Engine

The Porsche 996.II 911 Targa was powered by a 3.6-litre flat (or horizontally opposed) six cylinder engine which featured liquid-cooling (previously air cooled), double overhead camshafts, four valves per cylinder, a compression ratio of 11.3:1 and Porsche’s VarioCam Plus intake valve timing and lift system. Introduced for the 996 911 range, the VarioCam Plus system had two camshaft profiles and two sets of tappets to vary both valve lift and duration.

Dimensions and body

The 996 911 Targa was 4430 mm long, 1770 mm wide, 1305 mm tall and had a 2350 mm long wheelbase. Compared to the 993 911 Targa , the 996 911 Targa had a larger and stronger body that provided greater occupant protection.

The 911 Targa’s glass roof was made of the same pre-tensioned laminated safety glass as the windscreen. The roof could be opened or closed remotely with a dedicated button on the key fob and, when opened, would slide under the rear window. When opened, a wind deflector would also deploy at the leading edge of the windscreen to reduce turbulence.

Suspension

The Porsche 996 911 Targa had MacPherson strut front suspension and multi-link rear suspension.

Safety equipment

Standard safety equipment for the Porsche 996.II 911 Targa dual front airbags, front door-mounted side airbags (providing head, chest and hip protection), ABS and front seatbelts with pretensioners and load limiters.

Brakes

The Porsche 996.II 911 Targa had 318 mm by 28 mm front brake discs, 299 mm by 24 mm rear discs and four-piston monoblock brake calipers for each wheel.

Features

Standard features for the 911 Targa included 17-inch alloy wheels, a ten speaker sound system with CD player, climate control air conditioning, leather seats, power adjustable front seats, cruise control, front fog lights, leather-wrapped steering wheel, remote central locking, power windows and heated mirrors, a tilt adjustable steering wheel, driver’s seat memory settings, an alarm and immobiliser.

Related links

• Wikipedia.org: Porsche 996 911

Review: Porsche 997.I 911 Targa (2006-08)

Overview

Released in November 2006, the Porsche 997 Series I (997.I) 911 Targa was based on the 911 Coupe but fitted with folding tailgate and an upward-lifting rear window which could be retracted by up to half a metre. The Targa 4 was available in a standard and ‘S’ edition, powered by 3.6- and 3.8-litre horizontally opposed (or flat) six cylinder petrol engines, respectively (see table below).

Engines

The 3.6- and 3.8-litre horizontally-opposed, six-cylinder engines featured liquid-cooling, dry-sump lubrication, double overhead camshafts, four valves per cylinder and Porsche’s VarioCam Plus intake valve timing and lift system. While the 3.6-litre engine had a compression ratio of 11.3:1, the 3.8-litre unit had a compression ratio of 11.8:1.

Dimensions and body

Compared to the 996 911 Targa , the 997 911 Targa was 3 mm shorter (at 4427 mm), 87 mm wider (1852 mm), 5 mm taller (1310 mm) and had the same length wheelbase (2350 mm). With torsional stiffness of 15,500 Nm/degree, the 911 Targa body was less than half as stiff as the 997 911 Coupe (33,000 Nm/degree) but more than 50 per cent stiffer than the 997 911 Cabriolet (9800 Nm/degree).

Steering and suspension

The 997 911 Targa had hydraulic power-assisted steering, MacPherson strut front suspension and independent, multi-link rear suspension.

AWD system

The Porsche 997 911 Targa 4 was fitted with an all-wheel drive system which utilised a viscous multiple-plate clutch to send power to a central driveshaft which connected to the front differential to deliver between 5 and 40 per cent of the engine’s torque to the front axle.

Safety equipment

Standard safety equipment for the Porsche 997 911 Targa included dual front airbags, front seat-mounted side airbags, front door-mounted head airbags, ABS, electronic stability control, traction control and front seatbelts with pretensioners and load limiters. The Targa 4 was also fitted with two additional braking functions:

• ‘Brake Pre-Filling’, which closed the air gap between the brake pads and discs when sudden accelerator pedal lift-off was detected (improving initial brake performance); and,
• ‘Brake Assistant’, which detected when brake pedal pressure was applied quickly, but not with full force, and increased braking assistance.

Brakes

The 911 Targa 4 had cross-drilled and ventilated 318 mm by 28 mm front brake discs and 299 mm by 24 mm rear discs, both fitted with four-piston black monobloc Brembo calipers. The Targa 4 S, however, had 330 mm by 34 mm front brake discs and 299 mm by 28 mm rear discs, both fitted with larger, reinforced red calipers.

Features: 911 Targa 4

Standard features for the 911 Targa 4 included 18-inch alloy wheels, a thirteen speaker Bose sound system with a six-disc CD player and MP3-compatibility, climate control air conditioning, satellite navigation, leather seats, twelve-way power adjustable front seats, cruise control, front fog lights, a leather-wrapped steering wheel, split and folding rear seats, a leather-wrapped steering wheel, remote central locking, power windows and heated mirrors, a height and reach adjustable steering wheel, driver memory settings (front seat and door mirrors), alcantara roof-lining, a trip computer, motion-sensing alarm and an immobiliser.

Features: 911 Targa 4 S

The 911 Targa 4 S was further equipped with 19-inch alloy wheels with 10 mm lower sports suspension, bi-xenon headlights with washers, metallic interior highlights and Porsche Active Suspension Management (PASM), which provided selectable ‘normal’ and ‘sport’ modes for the adjustable dampers.

Review: Porsche 997.II 911 Targa (2008-12)

Overview

Released in October 2008, the 997 Series II (997.II) 911 Targa introduced direct-injection engines, a seven-speed double-clutch transmission (Porsche’s PDK or Porsche-Doppelkupplungsgetriebe) and cosmetic updates. The direct-injection engines were more powerful, lighter, had greater structural rigidity and 40 per cent fewer moving parts due to new timing chain technology and one-piece cylinder heads. The suspension also featured revised spring, damper and anti-roll bar settings, including an additional stop spring on the front and rear axles.

Visually, the 997.II 911 Targa could be identified by its new front and rear bumpers, larger front air intakes, new front light units above the air intakes, daytime LED running lights, LED brake lights and a full-length rear reflector between the tail-lights. Inside, there was a third-generation Porsche Communications Management (PCM) system, featuring a bigger 6.5-inch touchscreen.

AWD system

Unlike its predecessor, the 997.II Targa 4 was fitted with an electronically controlled multi-plate clutch which enabled an infinitely variable front/rear torque split, though two-thirds of the engine’s torque was directed to the rear wheels in normal conditions. The Targa 4 was also fitted with a limited slip rear differential which had a 22 per cent locking action under power and 27 per cent locking action in over-run.

Brakes

The standard braking package for the Targa 4 was upgraded to 330 mm by 34 mm front brake discs and 330 mm by 28 mm rear discs.

Features

Standard features for the 997.II 911 Targa 4 were extended to include auxiliary USB/iPod inputs, bi-xenon headlights with washers, Bluetooth connectivity and rear parking sensors. The Targa 4 S was also fitted with an upgraded PASM system which provided a firmer ride.

Brochure

• Brochure: Porsche 997.II 911 Coupe, Cabriolet and Targa (March 2010)

Related links

• Wikipedia.org: Porsche 997 911

Review: Porsche 991.I 911 Targa (2014-15)

Overview

Released in Australia in May 2014, the Porsche 991 Series I (991.I) 911 Targa range consisted of all-wheel drive ‘4’ and ‘4 S’ variants, powered by 3.4- and 3.8-litre horizontally-opposed six-cylinder engines respectively. Transmission options consisted of seven-speed manual or seven-speed double-clutch units (Porsche’s ‘PDK’ or Porsche-Doppelkupplungsgetriebe).

Engines

The 3.4- and 3.8-litre boxer cylinder engines had direct injection, double overhead camshafts, four valves per cylinder and Porsche’s ‘VarioCam Plus’ variable intake valve timing system with two-stage lift for the intake valves (controlled by electrohydraulically-operated tappets), and a compression ratio of 12.5:1. The engines also had an ‘auto stop/start’ function which enabled them to automatically shut down when the vehicle was stationary in traffic or cruising to conserve fuel.

All-wheel drive (AWD) system

The all-wheel drive system for the Targa 4 and Targa 4 S utilised an electronically controlled multi-plate clutch. In normal conditions, two-thirds of the engine’s torque was directed to the rear wheels. The Porsche Traction Management (PTM) system, however, continuously monitored driving conditions (i.e. wheel rotation speeds, steering angle, longitudinal and lateral acceleration) and could provide an infinitely variable front:rear torque split.

The Targa 4 S was also fitted with Porsche Torque Vectoring (PTV) which provided targeted brake interventions at the inside rear wheel when cornering to reduce understeer, while the differential lock could improve acceleration on exit. While models with the manual transmissions had a mechanically locking rear differential, models with the PDK transmission had an electronically-controlled, fully variable differential lock (PTV Plus).

Dimensions and body

Compared to the 997 911 Targa , the 991 911 Targa was 64 mm longer (at 4491 mm), the same width (1852 mm), 12 mm lower (1298 mm) and had a 100 mm longer wheelbase (2450 mm). Relative to the 991 911 Coupe , the 991 911 Targa had a wide bar in place of the B-pillars aft of the doors, a movable roof section above the driver and passenger, and a wrap-around rear window with no C-pillar. Furthermore, the roof – which consisted of a soft top and a glass rear window – could be automatically stowed behind the rear seats in 19 seconds. Once lowered, a wind deflector could be erected manually to reduce drafts and buffeting in the interior.

Steering and suspension

The 991 911 Targa had electromechanical power steering (previously hydraulic), revised MacPherson strut front suspension and independent, multi-link rear suspension. The Targa 4 S was also fitted with Porsche Active Suspension Management (PASM), an electronically-controlled variable damping system which provided continual adjustment of damper forces according to road conditions and driver behaviour.

Safety equipment

Standard safety equipment for the Porsche 991 911 Targa included dual front airbags, front seat-mounted side airbags, front door-mounted head airbags, ABS, electronic brake force distribution, brake assist, electronic stability control, traction control and front seatbelts with pretensioners and load limiters.

Brakes

The Porsche 911 Targa 4 had 330 mm ventilated brake discs with four-piston aluminium monobloc fixed calipers front and rear. The Targa 4 S, however, had 340 mm front brake discs with six-piston calipers.

Features: Targa 4 and Targa 4 S

Standard features for the Porsche 911 Targa 4 included 19-inch alloy wheels with 235/40 ZR19 front and 285/35 ZR19 rear tyres, a Bose surround sound system with twelve speakers, a subwoofer, CD/DVD player, MP3-compatibility, auxiliary inputs (3.5 mm/USB) and Bluetooth connectivity, a satellite navigation system with a seven-inch touch screen (‘Porsche Communication Management’), dual-zone climate control air conditioning, fourteen-way power adjustable and heated front seats with memory settings, leather seats, cruise control, directional bi-xenon headlights with LED daytime running lights and washers, automatic headlights, rain-sensing wipers, rear parking sensors, a leather-wrapped steering wheel and gear lever, split and folding rear seats, remote central locking, power windows and heated mirrors, a height and reach adjustable steering wheel, power-operated park brake, electrochromatic door mirrors, illuminated vanity mirrors, 12 volt power sockets, tyre pressure monitoring, a trip computer, motion-sensing alarm and an immobiliser.

The Targa 4 S was further equipped with 20-inch alloy wheels with 245/35 ZR20 front and 305/30 ZR20 rear tyres.

Brochure

• Brochure: Porsche 991 911 Targa (November 2013)

Review: Porsche 991.II 911 Targa (2015-18)

Overview

Commencing production in late 2015, the Porsche 991 Series II (991.II) 911 Targa introduced new 3.0-litre biturbo horizontally-opposed six-cylinder engines for the Carrera and Carrera S models. Other changes include updated styling, the Porsche Communication Management system, revised suspension and rear axle steering.

The Porsche 991.II 911 Targa GTS 4 was available to order in Australia from January 2017.

Styling and wheels

The Porsche 991.II 911 Targa could be identified by its new headlights with four-point daytime running lights, inset door handles, redesigned engine cover with vertical louvres and four-point brake lights.

The 991.II 911 Carrera was fitted with new five slim twin spoke alloy wheels and reduced rolling resistance tyres. For the 911 Carrera, the width of the rear rims increased by 0.5 inches to 11.5 inches, while the Carrera S had 305 mm rear tyres (previously 295 mm).

Interior

Inside, the 991.II 911 Targa featured ‘Porsche Communication Management’ (PCM) with a seven-inch touch display and voice control. Furthermore, PCM could be operated using multi-touch gestures like a smartphone and could interpret hand-written user inputs; the centre armrest also had an integrated smartphone tray for battery charging and optimised mobile phone reception. For Australian-delivered models, however, mobile phones and smartphones could only be connected via Bluetooth (or USB); as such, Google Earth and Google Streetview navigation functions were delayed until later in 2017 when a new LTE module was certified for Australia.

The 991.II 911 Targa had a new steering wheel design – based on that used in the 918 Spyder – which had a diameter of 375 mm; the optional ‘GT sports’ steering wheel, however, will had a 360 mm diameter.

PASM, rear axle steering and hydraulic lift

As standard, the 991.II Carrera and Carrera S were fitted with an updated Porsche Active Suspension Management (PASM) system which included electronically-controlled dampers and could lower the ride height by 10 mm. The 911 Carrera was also fitted with new shock absorbers which had wider spread characteristics that, according to Porsche, enhanced comfort due to a ‘more precise response characteristic’ and ‘improve body connection during dynamic driving’

As extra-cost options, the 911 Carrera was available with:

• A rear axle steering system which was adapted from the 911 Turbo and 911 GT3. According to Porsche, rear-axle steering enhanced turn-in behaviour, reduced the turning circle by 0.5 metres and improved stability when changing lanes at high speeds; and,
• A hydraulic lift system which consisted of integrated lifting cylinders in the struts of the front axle. When activated by a button, the system increased ground clearance at the front axle by 40 mm within five seconds.

Safety equipment

As standard, the 991.II 911 Targa was fitted with a post-collision braking system which applies the brakes after a collision to reduce vehicle speed and the likelihood of a secondary collision.

Available as an option, the ‘lane change assistant’ used a radar to monitor traffic behind the driver and could warn the driver of approaching traffic via LEDs in the left and right of the door mirrors.

Features

For Australia, standard features for the Porsche 991.II 911 were extended to include digital radio tuning (DAB+) and Porsche’s ‘Front Park Assist’ which included reversing camera.

For 911 Carreras with the PDK, the Adaptive Cruise Control (ACC) system had a coasting function which disengaged the clutch to reduce fuel consumption when coasting.

Features: Porsche 911 Targa 4 GTS

The Porsche 911 Targa 4 GTS could be identified by its 20-inch wheels painted in silk-gloss black, all-wheel drive body, ‘Sport Design’ front apron with low front spoiler, ‘Sport Design’ door mirrors, black Targa bar, increased rear spoiler extension, smoked tail lights, ‘silk-gloss black’ air intake grille, light strip between the tail lights and central black twin tailpipes.

Inside, the 911 Targa GTS had ‘Sports seats Plus’ with GTS logos, brushed black anodised aluminium trim strips on the instrument cluster and Alcantara trim for the seats, steering wheel rim, centre console and armrests. As standard, the 911 Targa 4 GTS was also fitted with Porsche’s ‘Sport Chrono Package’ with selectable drive modes.

Sport Chrono Package

For the optional Sport Chrono Package, the 911 Targa was fitted with a mode switch on the steering wheel which enabled the driver to select from ‘Normal’, ‘Sport’, ‘Sport Plus’ and ‘Individual’ settings. For ‘Individual’, the driver could configure the Porsche Active Suspension Management (PASM), active engine mounts, PDK shifting strategy and sports exhaust system. Where fitted with the PDK, a ‘Sport Response Button’ prepared the drivetrain for maximum acceleration for 20 seconds by engaging the optimum gear and adjusting the engine management – this could be before overtaking manoeuvres.

March 2017 update: Porsche Connect Plus and 911 S power kit

From March 2017, the Porsche 991 911 Targa was equipped with the Porsche Connect Plus infotainment system. Porsche Connect Plus included Apple CarPlay smartphone integration, an LTE telephone module with SIM card reader, Wi-Fi hotspot functionality and the Porsche Connect App which provided specific smartphone content via the integrated Porsche Communication Management (PCM) system in the centre console. Furthermore, the Porsche Connect App included the following features: My Calendar, My Destinations, Contacts, Picture Navigation (navigation to GPS co-ordinates in picture) and First Mile/Last Mile navigation which provided navigation from the vehicle to the final destination when on foot.

From March 2017, the 911 Carrera S and 911 Carrera 4S could be specified with an optional power kit which increased peak power by 22 kW to 331 kW. The power package upgrade included larger turbochargers, the Sport Chrono package with dynamic engine mounts, a modified brake cooling system and a twin exhaust system. Depending on vehicle specification, prices for the power kit started at $24,580. From June 2017, the power kit was available from Porsche Tequipment as a retrofit option for 911 S models that had been fitted with the Sport Chrono package.

Related links

• Porsche Cars Australia: Porsche 911 Targa
• Wikipedia.org: Porsche 991 911

Overview

Released in 1996, the Porsche 993 911 Targa was a two-door coupe with a large glass roof which could slide under the rear window. The 911 Targa was powered by a 3.6-litre horizontally-opposed (or flat) six-cylinder petrol engine that was mated to either a six-speed manual or four-speed automatic transmission. The M64/21 engine was fitted with Porsche’s ‘VarioRam’ system which varied the effective length of the inlet ducting according to engine load and speed. Hence, a longer intake length at low rpm provided higher intake air velocity, assisting low-end torque.

Compared to the 964 911 Targa , the 993 911 Targa could be identified by its more rounded styling. Unlike previous Targa bodies, the roof for the 993 911 Targa was not removable and the body had the same profile as the coupe variants. The 993 911 also introduced a new engine management system, six-speed manual transmissions and a new rear suspension system with five-links and double wishbones, mounted on an aluminium subframe and attached to the body via rubber bushings; this new configuration was intended to reduce lift-off oversteer.

The 993 911 Targa was 4245 mm long, 1735 mm wide, 1300 mm tall and had a 2272 mm long wheelbase.

AWD system

The 911 Targa Carrera 4 was fitted with an automatic all-wheel drive system which utilised a viscous coupling. In normal conditions, 85 to 95 per cent of the engine’s torque was directed to the rear wheels. If, however, traction was lost, the viscous coupling would lock, engage the front axle and deliver torque to the front wheels.

The all-wheel drive system also incorporated an Automatic Brake Differential (ABD). In the event that a rear wheel lost traction, the ABS would brake the spinning wheel to send more torque to the opposing wheel.

Safety equipment

Standard safety equipment for the 911 Targa included dual front airbags and ABS.

Features

Standard features for the 993 911 Targa included two-piece 17-inch alloy wheels, a ten speaker sound system with CD player, climate control air conditioning, a power adjustable driver’s seat, leather seats, cruise control, front fog lights, leather-wrapped steering wheel, central locking, power mirrors, power windows and an alarm.

Related links

• Wikipedia.org: Porsche 993 911

Overview

Released in October 1989, the Porsche 964 911 Targa was a two-door sports car with a removable targa roof. The 911 Targa was powered by a 3.6-litre horizontally-opposed (or flat) six-cylinder M64 petrol engine with oil/air cooling, dry-sump lubrication and a single overhead camshaft (per cylinder bank).

The 911 Targa range consisted of rear-wheel drive Carrera 2 and four-wheel drive Carrera 4 variants, the latter solely available with a five-speed manual transmission – the Carrera 2, however, was available with a four-speed automatic transmission. From 1990, the Carrera 2 was available with a Tiptronic automatic transmission with adaptive electronic management.

Dimensions and suspension

The 964 911 Targa was 4250 mm long, 1652 mm wide, 1320 mm tall and had a 2272 mm long wheelbase. Furthermore, the 911 Targa had MacPherson strut front suspension with coil springs and an anti-roll bar; at the rear, there were semi-trailing arms (the previous 930 911 had a rear torsion bar), coil springs and an anti-roll bar.

4WD system

For Carrera 4 variants, the Porsche Dynamic Four-Wheel Drive (Porsche Dynamische Allrad Steuerung or PDAS) system consisted of an epicyclic (or planetary) centre gear differential and two electronically-controlled wet clutches which limited slip in both the centre and rear differentials. In normal conditions, the system provided a 31:69 front:rear torque split.

The longitudinal (inter-axle) clutch provided variable locking between the front and rear axle. When accelerating out of a corner, this longitudinal lock would direct more torque to the slower turning axle and the front:rear torque split was infinitely variable. The lateral (transverse) clutch, however, provided variable locking of the rear wheels to reduce lift-off oversteer when cornering (the ferraria effect).

Safety equipment

Standard safety equipment for the 964 911 Targa was initially limited to ABS. From 1993, however, the 911 Targa was fitted with a driver’s airbag as standard.

Features

Standard features for the 911 Targa included 16-inch alloy wheels, a four speaker sound system with a radio and cassette player, climate control air conditioning, power adjustable front seats, leather trim, cruise control, front fog lights, central locking, power mirrors, power windows and an alarm.

The 964 911 Targa was also fitted with a rear spoiler which automatically deployed once the vehicle exceeded 80 km/h.

Related links

• Wikipedia.org: Porsche 964 911

Recalls: Porsche 997 911 Targa

Overview

Manufacturers, or importers, issue recalls for defects or faults which have the potential to cause injury. Generally, manufacturers will inform the original buyers if their vehicle is subject to a recall and of the steps required to remedy the defect or fault. Please note that the recalls below (if any) are for Australian-delivered vehicles only. Furthermore, the number of recalls should not be taken as an indication of a model’s reliability or its safety more generally.

Recalls: Porsche 997 911 Targa

No recall information is available for the Porshce 997 911 Targa. To search for recalls of Porsche models, please visit Product Safety Recalls Australia: Porsche.

Problems and faults: Porsche 997 911 Targa

Overview

This section identifies potential problems, causes and fixes based on the experiences of owners and repairers, online sources and technical service bulletins. This information is provided solely for reference purposes and AustralianCar.Reviews recommends that only properly qualified persons carry out repairs or modifications. Furthermore, the number of items below should not be taken as an indicator of a model’s reliability or the frequency with which they may occur.

To report a problem or fault to the AustralianCar.Reviews team, please use the Contact Us form. Note that AustralianCar.Reviews does not offer advice on automotive problems or disputes; such enquiries will not receive a reply. For vehicles purchased from dealers after 1 January 2011, please see our Australian Consumer Law fact sheet.

2004-08 Porsche 997 911 Carrera: M96.05 engine and Intermediate shaft bearing (IMS bearing) failure

About the Intermediate Shaft (IMS) bearing
For Porsche’s M96 and M97 engines, the timing chains are driven off opposite ends of the intermediate shaft. The suspect Intermediate Shaft bearing is located at the flywheel end of the motor and handles the majority of the load on the intermediate shaft. Due to the design of the crankcase, however, there are no internal oil passages from which pressurised engine oil can be used to lubricate this bearing.

Intermediate Shaft bearing failure
It is understood that there are two causes of Intermediate Shaft bearing failure:

• Over time, oil and contaminants may seep past the bearing seal, wash out the original lubricant and become trapped inside it – this causes the bearing to overheat, wear prematurely and eventually fracture; and,
• On early M96 engines, the centre bolt that was used to secure the IMS bearing was too weak and could snap, causing the bearing to fail.

If the Intermediate Shaft bearing fails,

• Contaminants and debris from the bearing can circulate throughout the engine. If this occurs, the engine has to be dis-assembled and rebuilt; and,
• The timing chains can disengage such that the pistons and valves collide, causing serious damage that requires the engine to be replaced.

Intermediate Shaft bearing revisions
During production of the M96 and M97 engines, the intermediate shaft was revised twice –

• Original design – M96 engine (from 1997-99 model years): a dual-row ball ball-bearing. While all M96 engines from the 1997 to 1999 model years had this dual-row ball-bearing, it continued to be used in some 2000 and 2001 engines. It has been estimated that the intermediate shaft bearing failure rates for these M96 engines is 4 to 7 per cent.
• First revision – M96 engine (from 2000-01): a single row ball-bearing with a reduced load capacity. By model year 2002, all engines used this smaller, lower capacity bearing. It has been estimated that the intermediate shaft bearing failure rates for these M96 engines is around 10 per cent.
• Second revision – M97 engine (2005-08 model years): a much larger single row bearing was introduced which had the same load capacity of the early dual-row ball bearings. This revision, however, could not be serviced without engine dis-assembly so that the IMS bearing could not be replaced as a preventative measure.

In all designs, however, Porsche continued to use a sealed ball-bearing and did not specify a service interval for their replacement.

Symptoms
The seal around the intermediate shaft cover was susceptible to leaks, but was subsequently revised. If there are oil leaks in this area, then the intermediate shaft may be failing and should be inspected immediately.

The oil filter should be regularly inspected for signs of metallic debris (from the metal balls within the bearings) that are indicative of a deteriorating IMS bearing.

Prevention
To reduce the likelihood of an IMS failure, it is recommended that:

• The engine oil be changed every 6 months or 6000-8000 kilometres. This prevents higher acid levels in the oil which can destroy the bearing seals; and,
• The vehicle be driven regularly and engine speed kept above 2500-3000 rpm. It is understood that higher engine speeds unload the IMS bearing and aid in lubrication.

For model year 1997 to 2005 engines, the IMS bearing is accessible and a replacement bearing can be installed as a preventative measure (see Pelican Parts’ IMS Bearing Replacement article); there are also a range of aftermarket options available from IMS Solution and LN Engineering.

Porsche 997 911: rear main seal (RMS) failure and oil leaks

For M96 engines in the Porsche 986 Boxster, 996 911 and 997 Series I 911, the rear main seal (i.e. the oil seal that fits around the output end of the crankshaft) can leak oil into the transmission’s bell housing. If not detected early, the oil can damage the flywheel and clutch. Many owners, however, only become aware of this problem when oil starts leaking onto the surface below the vehicle. It has been speculated that the leaks were due to casting variations where the seal was located; while some were circular, others had an oval shape.

It is understood that Porsche have changed the design of the seal a number of times during production from 1996 to 2008. While the original seal was rubber and had a spring ring, later seals had a solid metal insert within the rubber for greater stiffness. The fourth generation seal came with a green plastic installation ring to protect the sealing lip as the seal was pressed into place; the plastic ring would then be removed. However, the revised seal would not fit on the old intermediate shaft cover since the seal was wider than the original; as such, the cover had to be replaced to fit the revised seal.

To replace the seal, the gearbox and clutch have to be removed. To properly fit the seal, the correct Porsche tool should be used to press it in. While some repairers may try to tap it in with a hammer, this poses a risk of damage and not properly aligning the seal; it may also push the seal too far into the engine.

In March 2003, a new tool was introduced to set the seal further into the bore than the original seal for improved sealing against an area that does not have wear and is free from corrosion. Since the rear main seal (RMS) is a lip-type radial seal, it must exert radial pressure on the crankshaft sealing journal. Over time, the seal wears a small groove into the crankshaft journal.

Problems and faults: Porsche 997 911 Targa

• The remote central locking key fob may cease to function if repeated attempts are made to unlock the door from too far away (i.e. beyond the transponder’s range). If this occurs, the key must be resynchronized with the vehicle.
• For models with manual transmissions, it may not be possible to engage reverse due to a misadjusted cable.
• There was a dealer campaign to replace the air cleaner housing because it did not fit securely.

Recalls: Porsche 993 911 Targa

Overview

Manufacturers, or importers, issue recalls for defects or faults which have the potential to cause injury. Generally, manufacturers will inform the original buyers if their vehicle is subject to a recall and of the steps required to remedy the defect or fault. Please note that the recalls below (if any) are for Australian-delivered vehicles only. Furthermore, the number of recalls should not be taken as an indication of a model’s reliability or its safety more generally.

Recalls: Porsche 993 911 Targa

• In March 1999, a recall was issued for 1996 Porsche 911 Carrera, Carrera 4, Carrera 4S and Turbo models. In these vehicles, voltage peaks caused by different items of electrical equipment – such as the horn relay – could accidentally trigger the driver’s airbag (PRA 1999/3861).

Problems and faults: Porsche 993 911 Targa

Overview

This section identifies potential problems, causes and fixes based on the experiences of owners and repairers, online sources and technical service bulletins. This information is provided solely for reference purposes and AustralianCar.Reviews recommends that only properly qualified persons carry out repairs or modifications. Furthermore, the number of items below should not be taken as an indicator of a model’s reliability or the frequency with which they may occur.

To report a problem or fault to the AustralianCar.Reviews team, please use the Contact Us form. Note that AustralianCar.Reviews does not offer advice on automotive problems or disputes; such enquiries will not receive a reply. For vehicles purchased from dealers after 1 January 2011, please see our Australian Consumer Law fact sheet.

Porsche 993 911 Engines

• Cam cover oil leak: Over time, the plastic cam covers can warp or crack due to the heat from the exhaust system. The cam covers may then start weeping oil, usually onto the exhaust manifold. Symptoms of leaking oil include an oil smell after the vehicle has stopped; sometimes this can be smelt from within the cabin.
• Secondary air injection clogged: The secondary air injection ports can become clogged and caused the ‘check engine’ light to illuminate. To fix, the ports must be cleaned. The root cause of the clogging is understood to be oil seepage through the valve guides. When the valve guides wear, oil burning causes carbon to flow into the cam towers. To prevent a recurrence of this problem, it is recommended that the valve guides be replaced
• Petrol odours: Petrol odours may be due to a hole in the filler-pipe neck or hose connections.

Other problems and faults: Porsche 993 911 Targa

• Vibrating or squeaking windscreen: For the first few years of production, the Porsche 993 911 was susceptible to a vibrating or squeaking windscreen due to the glass moving within its rubber trim. To fix, a rubber chord (Part #996 541 903 00) should be inserted between the rubber trim to fill the space in the windshield and alleviate the squeak. However, owners frequently put Teflon tape between the frame and seal, or Vaseline under the outside seal.
• Steering column noise: Noise from the steering column when turning may be due to a defective ball bearing in the steering tube.
• Front suspension noise: Creaking or grinding noises from the front suspension may be fixed by fitting revised rubber stabiliser-bar mounts.
• Alternator belt: If the alternator belt makes a squealing noise, both the belt and pulley should be replaced.

Recalls: Porsche 996 911 Targa

Overview

Manufacturers, or importers, issue recalls for defects or faults which have the potential to cause injury. Generally, manufacturers will inform the original buyers if their vehicle is subject to a recall and of the steps required to remedy the defect or fault. Please note that the recalls below (if any) are for Australian-delivered vehicles only. Furthermore, the number of recalls should not be taken as an indication of a model’s reliability or its safety more generally.

Recalls: Porsche 996 911 Targa

• In May 2004, a recall was issued for 2003 model year Porsche 996 911 Targa vehicles that were manufactured prior to 17 March 2003. In these vehicles, the front seats lacked the rigidity required by Porsche due to a supplier manufacturing error. In the event of a rear-end collision, the seatbacks of occupied front seats could tilt on one side to the rear (PRA 2004/6987).

Problems and faults: Porsche 996 911 Targa

Overview

This section identifies potential problems, causes and fixes based on the experiences of owners and repairers, online sources and technical service bulletins. This information is provided solely for reference purposes and AustralianCar.Reviews recommends that only properly qualified persons carry out repairs or modifications. Furthermore, the number of items below should not be taken as an indicator of a model’s reliability or the frequency with which they may occur.

To report a problem or fault to the AustralianCar.Reviews team, please use the Contact Us form. Note that AustralianCar.Reviews does not offer advice on automotive problems or disputes; such enquiries will not receive a reply. For vehicles purchased from dealers after 1 January 2011, please see our Australian Consumer Law fact sheet.

Porsche 996 911 Carrera: M96 engine and Intermediate shaft bearing (IMS bearing) failure

About the Intermediate Shaft (IMS) bearing
For Porsche’s M96 and M97 engines, the timing chains are driven off opposite ends of the intermediate shaft. The suspect Intermediate Shaft bearing is located at the flywheel end of the motor and handles the majority of the load on the intermediate shaft. Due to the design of the crankcase, however, there are no internal oil passages from which pressurised engine oil can be used to lubricate this bearing.

Intermediate Shaft bearing failure
It is understood that there are two causes of Intermediate Shaft bearing failure:

• Over time, oil and contaminants may seep past the bearing seal, wash out the original lubricant and become trapped inside it – this causes the bearing to overheat, wear prematurely and eventually fracture; and,
• On early M96 engines, the centre bolt that was used to secure the IMS bearing was too weak and could snap, causing the bearing to fail.

If the Intermediate Shaft bearing fails,

• Contaminants and debris from the bearing can circulate throughout the engine. If this occurs, the engine has to be dis-assembled and rebuilt; and,
• The timing chains can disengage such that the pistons and valves collide, causing serious damage that requires the engine to be replaced.

Intermediate Shaft bearing revisions
During production of the M96 and M97 engines, the intermediate shaft was revised twice –

• Original design – M96 engine (from 1997-99 model years): a dual-row ball ball-bearing. While all M96 engines from the 1997 to 1999 model years had this dual-row ball-bearing, it continued to be used in some 2000 and 2001 engines. It has been estimated that the intermediate shaft bearing failure rates for these M96 engines is 4 to 7 per cent.
• First revision – M96 engine (from 2000-01): a single row ball-bearing with a reduced load capacity. By model year 2002, all engines used this smaller, lower capacity bearing. It has been estimated that the intermediate shaft bearing failure rates for these M96 engines is around 10 per cent.
• Second revision – M97 engine (2005-08 model years): a much larger single row bearing was introduced which had the same load capacity of the early dual-row ball bearings. This revision, however, could not be serviced without engine dis-assembly so that the IMS bearing could not be replaced as a preventative measure.

In all designs, however, Porsche continued to use a sealed ball-bearing and did not specify a service interval for their replacement.

Symptoms
The seal around the intermediate shaft cover was susceptible to leaks, but was subsequently revised. If there are oil leaks in this area, then the intermediate shaft may be failing and should be inspected immediately.

The oil filter should be regularly inspected for signs of metallic debris (from the metal balls within the bearings) that are indicative of a deteriorating IMS bearing.

Prevention
To reduce the likelihood of an IMS failure, it is recommended that:

• The engine oil be changed every 6 months or 6000-8000 kilometres. This prevents higher acid levels in the oil which can destroy the bearing seals; and,
• The vehicle be driven regularly and engine speed kept above 2500-3000 rpm. It is understood that higher engine speeds unload the IMS bearing and aid in lubrication.

For model year 1997 to 2005 engines, the IMS bearing is accessible and a replacement bearing can be installed as a preventative measure (see Pelican Parts’ IMS Bearing Replacement article); there are also a range of aftermarket options available from IMS Solution and LN Engineering.

Porsche 996 911: rear main seal (RMS) failure and oil leaks

For M96 engines in the Porsche 986 Boxster, 996 911 and 997 Series I 911, the rear main seal (i.e. the oil seal that fits around the output end of the crankshaft) can leak oil into the transmission’s bell housing. If not detected early, the oil can damage the flywheel and clutch. Many owners, however, only become aware of this problem when oil starts leaking onto the surface below the vehicle. It has been speculated that the leaks were due to casting variations where the seal was located; while some were circular, others had an oval shape.

It is understood that Porsche have changed the design of the seal a number of times during production from 1996 to 2008. While the original seal was rubber and had a spring ring, later seals had a solid metal insert within the rubber for greater stiffness. The fourth generation seal came with a green plastic installation ring to protect the sealing lip as the seal was pressed into place; the plastic ring would then be removed. However, the revised seal would not fit on the old intermediate shaft cover since the seal was wider than the original; as such, the cover had to be replaced to fit the revised seal.

To replace the seal, the gearbox and clutch have to be removed. To properly fit the seal, the correct Porsche tool should be used to press it in. While some repairers may try to tap it in with a hammer, this poses a risk of damage and not properly aligning the seal; it may also push the seal too far into the engine.

In March 2003, a new tool was introduced to set the seal further into the bore than the original seal for improved sealing against an area that does not have wear and is free from corrosion. Since the rear main seal (RMS) is a lip-type radial seal, it must exert radial pressure on the crankshaft sealing journal. Over time, the seal wears a small groove into the crankshaft journal.

Problems and faults: Porsche 996 911 Targa

• The radiators in the front of the vehicle are made from thin aluminium which is susceptible to corrosion and damage from stone chips – these can affect the engine’s supply of coolant and the air conditioning system.
• For models with manual transmissions, the clutch pedal may return slowly or incompletely due to a loose clip on the hydraulic line.
• The door may not open from the inside due to a broken cable between the handle and the release.
• The fuel gauge may provide inaccurate readings and there may be difficulties when refueling due to a rubber fuel line inside the tank interfering with the sending unit or filler neck flap.

Recalls: Porsche 964 911 Targa

Overview

Manufacturers, or importers, issue recalls for defects or faults which have the potential to cause injury. Generally, manufacturers will inform the original buyers if their vehicle is subject to a recall and of the steps required to remedy the defect or fault. Please note that the recalls below (if any) are for Australian-delivered vehicles only. Furthermore, the number of recalls should not be taken as an indication of a model’s reliability or its safety more generally.

Recalls: Porsche 964 911 Targa

• In October 1992, a recall was issued for Porsche 964 911 Targa vehicles fitted with cruise control and manufactured between 1989 and 1992. In these vehicles, ball sockets on the cruise control linkage may break, causing the linkage to jam on nearby components – this could prevent the engine returning to idle (PRA 1992/1731).
• In January 1994, a recall was issued for Porsche 964 911 Targa Carrera variants manufactured between 1989 and 1992. In these vehicles, the rear heater blow could be electrically overloaded, creating sufficient heat to ignite the plastic air pipe and causing an engine compartment fire (PRA 1994/2092).
• In January 1994, a recall as issued for Porsche 964 911 Targa Carrera variants due to insufficient tolerances in the hydraulic brake pressure reduction valve – this could result in an unacceptable hydraulic throttle effect and brake failure (PRA 1994/2093).
• In July 1994, a recall was issued for Porsche 964 911 Targa Carrera variants due to an error in the casting process which could result in the cracking of notches – at the mould parting line – of the rear suspension subframe; this could affect the handling of the vehicle (PRA 1994/2217).
• In August 1996, a recall was issued for Porsche 964 911 Targa vehicles manufactured between 1989 and 1992. In these vehicles, the steering shafts did not meet Porsche specifications and cracks may have formed in the bushing lugs (PRA 1996/2918).

Problems and faults: Porsche 964 911 Targa

Overview

This section identifies potential problems, causes and fixes based on the experiences of owners and repairers, online sources and technical service bulletins. This information is provided solely for reference purposes and AustralianCar.Reviews recommends that only properly qualified persons carry out repairs or modifications. Furthermore, the number of items below should not be taken as an indicator of a model’s reliability or the frequency with which they may occur.

To report a problem or fault to the AustralianCar.Reviews team, please use the Contact Us form. Note that AustralianCar.Reviews does not offer advice on automotive problems or disputes; such enquiries will not receive a reply. For vehicles purchased from dealers after 1 January 2011, please see our Australian Consumer Law fact sheet.

Problems and faults: Porsche 964 911 Targa

• Early Porsche 964 911 engines were built without a cylinder head gasket and a small percentage leaked. In 1991, Porsche updated the production engines by adding a cylinder head gasket, redesigning the cylinder head base, and installing all steel head studs.
• From 1990, the 911 was fitted with a dual mass flywheel – to isolate drive-train vibration – though the early Freudenberg units were unreliable. In 1992, Porsche changed to more reliable LUK-manufactured units.
• In late 1993, Porsche added a vent kit for the distributor, to help prevent the dual distributor rubber belt from breaking due to ozone concentrations – these kits can be retrofitted.
• For vehicles produced before 1991, oil leaks from the transmission are not uncommon.
• Corrosion may occur around the windscreen, side windows and the engine bay.

Recalls: Porsche 991 911 Targa

Overview

Manufacturers, or importers, issue recalls for defects or faults which have the potential to cause injury. Generally, manufacturers will inform the original buyers if their vehicle is subject to a recall and of the steps required to remedy the defect or fault. Please note that the recalls below (if any) are for Australian-delivered vehicles only. Furthermore, the number of recalls should not be taken as an indication of a model’s reliability or its safety more generally.

Recalls: Porsche 991 911 Targa

2014-15 model year Porsche 991 911 Targa: front bonnet may open while driving

In November 2014, a recall was issued for 2014 and 2015 model year Porsche 991 911 Targa vehicles because the lock bracket for the front cargo area may open unintentionally. If this occurred, the front cargo area/bonnet may open while driving, impairing the driver’s visibility and increasing the risk of an accident. For the VINs of the recalled vehicles, please see PRA 2014/14410.

Porsche 991 911 Targa: incorrect detonators for side airbags

In February 2017, a recall was issued for Porsche 991 911 Targa vehicles because the front side airbags may have been installed with incorrect detonator units. In the event that a collision caused deployment of the airbags, the airbags may not provide their intended protective effect such that the risk of injury to vehicle occupants would be increased. For the VINs of the recalled vehicles, please see PRA 2017/15871.

Porsche 991 911 Targa: potential fuel leak

In February 2017, a recall was issued for Porsche 991 911 Targa vehicles because the fastening screws for the fuel collection pipes could loosen and shear off. If this occurred, fuel may leak from the vehicle and the driver may notice a petrol smell. In the presence of an ignition source, the leaking fuel could cause a fire. For the VINs of the recalled vehicles, please see PRA 2017/15873.

2017-18 Porsche 991 911 Targa: side airbag sensors

In March 2019, recall campaign AKA4 was issued for Porsche 991 911 Targa vehiclesthat were manufactured from 23 October 2017 to 16 May 2018. In these vehicles, the airbag sensors in the sides of the vehicle may not have been tensioned sufficiently. If triggered in the event of a collision, the restraint systems may not protect passengers as intended. For the VINs of the recalled vehicles, please see PRA 2019/17427.

2015-16 Porsche 991 911 Targa: unintended airbag deployment

In September 2019, recall campaign AKB4 was issued for Porsche 991 911 Targa vehicles that were available for sale from 23 June 2015 to 16 June 2016. These vehicles may have been fitted with an airbag control unit that had an ‘out of specification’ capacitor for maintaining the power supply. As a result, the airbags and/or seatbelt pretensioners may deploy unexpectedly, or may fail to deploy in the event of a collision. For the VINs of the recalled vehicles, please see PRA 2019/17812.

Problems and faults: Porsche 991 911 Targa

Overview

This section identifies potential problems, causes and fixes based on the experiences of owners and repairers, online sources and technical service bulletins. This information is provided solely for reference purposes and AustralianCar.Reviews recommends that only properly qualified persons carry out repairs or modifications. Furthermore, the number of items below should not be taken as an indicator of a model’s reliability or the frequency with which they may occur.

To report a problem or fault to the AustralianCar.Reviews team, please use the Contact Us form. Note that AustralianCar.Reviews does not offer advice on automotive problems or disputes; such enquiries will not receive a reply. For vehicles purchased from dealers after 1 January 2011, please see our Australian Consumer Law fact sheet.

Problems and faults: Porsche 991 911 Targa

No troubleshooting information is currently available for the Porsche 991 911 Targa.