I Owned Both a 996 and 997 Carrera S for 3 Years Each – Here’s the Brutal Truth About Which One You Should Actually Buy
Spoiler: The answer isn’t what the Porsche forums told you, and it saved me $30,000.
Let me start with something controversial that’s going to piss off half the Porsche community: The 996 is a better value than the 997, and I’d buy another one tomorrow.
I know, I know. The Internet tells you the 996 has “fried egg headlights,” the IMS bearing will grenade your engine, and you should skip straight to a 997. I believed that too, until I actually owned both cars back-to-back for three years each. Here’s what actually happened.
My Credentials (So You Know I’m Not Just Making This Up)
I’m an ASE Master Certified technician who’s been working on Porsches for 20+ years. I’ve personally restored over 30 different 911s. I daily drove a 2003 996 Carrera (manual) from 2018-2021, then switched to a 2010 997.2 Carrera S (PDK) from 2021-2024.
Both cars were purchased used with around 50,000 miles. Both were maintained obsessively. And both taught me things that completely contradict what you read on Rennlist.
Great visual comparison of 996 vs 997 design differences
The IMS Bearing “Crisis” – Let’s Talk Real Numbers
Everyone freaks out about the IMS (Intermediate Shaft) bearing on 996s. Forums make it sound like your engine will explode the moment you turn the key. Here’s the actual reality from someone who’s replaced over 40 of these:
The Real Failure Rate
- Actual failure rate: 5-8% based on my shop’s data over 15 years
- Internet claims: “It’s a ticking time bomb!” (It’s not.)
- Cost to replace preventatively: $2,000-$2,500
- Cost if it fails: $12,000-$18,000 for full engine rebuild
What I did: Bought a 996 that already had the IMS bearing done with documentation. Paid $28,000 for a clean 2003 Carrera with 48,000 miles. Comparable 997.1 at the time? $45,000+.
That $17,000 price difference bought me a quality floor jack, a full set of tools, and track day budget for two years.
997s Have the IMS Issue Too (They Just Don’t Tell You)
Here’s what nobody mentions: 997.1 models (2005-2008) also have IMS bearings. The issue wasn’t fully resolved until the 997.2 (2009+) with the introduction of the 9A1 direct-injection engine.
So if you’re buying a 997.1 to “avoid the IMS issue,” you’re still at risk. You just paid $20,000 more for the privilege.
Best technical explanation of the IMS bearing issue I’ve found
Driving Experience: 996 vs 997 – The Part That Actually Matters
996 Carrera (My 2003 Manual)
The Good:
- Hydraulic steering – You can feel EVERYTHING. Modern electric steering feels numb by comparison.
- Lighter weight (3,050 lbs vs 3,200+ lbs for 997) – You feel it in corners
- Manual transmission has the best clutch feel of any 911 I’ve driven
- Simpler electronics – When something breaks, I can actually fix it
- That flat-six sound with a sport exhaust is intoxicating
The Bad:
- Interior feels cheap – Hard plastics everywhere, buttons feel like a 90s Honda
- Headlights (yes, they’re ugly, fight me)
- Water-cooled engine lacks the character of air-cooled models
- Creaky chassis over rough roads
- HVAC system is terrible – either you’re freezing or sweating
Real-world performance: 0-60 in 4.7 seconds (I tested it), 25 mpg highway, 1:48 lap time at Thunderhill Raceway
997.2 Carrera S (My 2010 PDK)
The Good:
- PDK transmission is genuinely faster than I am with a manual (0.3 seconds quicker to 60)
- Interior quality is night and day better – Feels like a proper luxury car
- Direct injection engine is smoother and more refined
- Better sound system, better A/C, better everything for daily driving
- Styling aged beautifully – Still looks modern in 2025
The Bad:
- Electric steering feels disconnected compared to 996’s hydraulic setup
- More weight (especially with PDK) – You notice it on track
- Complex electronics mean expensive repairs (I had a $1,200 PDK fluid service)
- More expensive to own in every way – Insurance, parts, maintenance
Real-world performance: 0-60 in 4.3 seconds, 24 mpg highway, 1:46 lap time at Thunderhill (only 2 seconds faster despite 60 more horsepower)
Professional driver testing both on track – results surprised me
The Real Cost of Ownership – This Is Where It Gets Interesting
Let me show you my actual maintenance logs from both cars over 3 years / ~30,000 miles each:
996 Carrera (2018-2021)
Purchase Price: $28,000
Annual Maintenance Costs:
- Year 1: $1,850 (oil changes, brake fluid, filters, minor fixes)
- Year 2: $3,200 (clutch replacement at 75K miles – expected)
- Year 3: $1,600 (routine maintenance only)
- Total 3-year maintenance: $6,650
Unexpected Repairs:
- Water pump: $650
- Coolant expansion tank: $180
- Window regulator: $320
- Total unexpected: $1,150
Sold for: $32,000 (yes, I made money)
Total cost to own for 3 years: -$3,650 profit
997.2 Carrera S (2021-2024)
Purchase Price: $62,000
Annual Maintenance Costs:
- Year 1: $2,400 (oil change, PDK service, brake fluid)
- Year 2: $1,950 (routine maintenance)
- Year 3: $4,800 (major service at 60K miles – ouch)
- Total 3-year maintenance: $9,150
Unexpected Repairs:
- PCM screen replacement: $1,800 (it just died one day)
- Coolant leak (hose connector): $450
- Oxygen sensor: $380
- Total unexpected: $2,630
Sold for: $58,000 (depreciation hurt)
Total cost to own for 3 years: $15,780
Difference: $19,430 more expensive to own the 997
Let that sink in. The 997 cost me nearly $20,000 more over the same time period. That’s a year of track days. Or a down payment on another car. Or literally anything else.
Which One Is Faster? The Answer Surprised Me
On paper, the 997.2 Carrera S should destroy the 996 Carrera:
- 997.2 S: 385 hp vs 996: 320 hp (65 hp advantage)
- 997.2 PDK: 4.3s 0-60 vs 996 manual: 4.7s
- 997.2: Better aero, better suspension, better everything
But here’s what happened when I took both to Thunderhill Raceway:
Best lap times after 10 laps each:
- 996 Carrera: 1:48.3
- 997.2 Carrera S: 1:46.1
Only 2.2 seconds faster. With 65 more horsepower and PDK. And I’m a better driver now than I was three years ago, so the gap should be even bigger.
The 996’s lighter weight and hydraulic steering let me carry more speed through corners. The 997 pulled away on straights but I’d make it up in the technical sections.
For the extra $20,000, I expected to lap 5 seconds quicker. Not 2 seconds.
The Styling Debate – Let’s Address the Fried Eggs
Yes, the 996 headlights are controversial. They’re the main reason people skip this generation. But here’s my take after living with both:
In person, the 996 doesn’t look as bad as photos suggest. The proportions are pure 911. The stance is aggressive. And honestly, after a week of ownership, you stop noticing the headlights.
The 997 is objectively prettier – no argument there. It brought back round headlights and the styling is timeless. But is prettier worth $20,000?
For me? No. I’d rather have the hydraulic steering and lighter weight.
Plus, you can always do this:
How to retrofit 997-style headlights on a 996 (it’s easier than you think)
Interior Quality – The 997 Wins This One Decisively
I’m not going to sugarcoat this: the 996 interior is cheap.
- Hard plastics everywhere
- Buttons that feel like they came from a parts bin
- Creaky door panels
- Basic stereo (even with the Bose upgrade)
- The cupholder is laughably bad
The 997 interior is a massive upgrade:
- Soft-touch materials
- Better build quality (fewer rattles)
- PCM system that actually works
- Comfortable seats for long drives
- Functional cupholders!
If you’re daily driving your 911, the 997 interior makes a huge difference. But if you’re buying a weekend car focused on driving experience, the 996’s cheap interior won’t bother you.
I upgraded my 996’s interior with an aftermarket head unit with CarPlay for $600. Suddenly the interior was 80% as good for a fraction of the cost.
Reliability – Which One Actually Broke Down?
Plot twist: The 997 had more issues than the 996.
996 problems over 3 years:
- Water pump (normal wear item)
- Coolant expansion tank (plastic gets brittle)
- Window regulator (common issue, easy fix)
997 problems over 3 years:
- PCM screen died completely ($1,800 to replace)
- Coolant hose connector leak
- O2 sensor failure
- PDK mechatronic issues (fixed under extended warranty, would have been $7,000)
The 997’s increased complexity means more things can break. And when they break, they’re expensive because everything is integrated.
The 996 is simpler. Fewer systems, fewer failures. When something does break, it’s usually straightforward to diagnose and fix.
Track Day Performance – Where the 996 Shines
I ran both cars at multiple track days (Thunderhill, Laguna Seca, Buttonwillow). Here’s what I learned:
996 Advantages on Track:
- Lighter weight = less brake wear, cheaper tire costs
- Hydraulic steering gives better feedback through high-speed sweepers
- Manual transmission is more engaging (and cheaper to replace if you money-shift)
- Less stress about potential damage – it’s worth $30K, not $60K
- Brake fluid and pads are cheaper
997 Advantages on Track:
- PDK shifts faster than I can (perfect for time attacks)
- More power out of corners
- Better cooling systems (less heat soak)
- Newer suspension technology
Lap times were close, but the 996 was more fun to drive. The manual transmission and hydraulic steering made me feel more connected to the car.
For serious track work, I’d pick the 996 and spend the $20K savings on:
- GoPro camera system to analyze my driving
- Better brake pads and fluid for track use
- Track day entries (10-15 events worth)
- Driving school to improve technique
Daily Driver Reality Check
If you’re daily driving, the 997 is objectively better:
- Quieter on the highway
- Better A/C and heat
- More comfortable seats
- PDK in traffic is a godsend
- Better sound system
- Actually has working Bluetooth
But here’s the thing: Do you really need those things in a 911?
I sold the 997 because I realized I was paying for luxury features I didn’t use. The PDK was amazing in traffic, but how often was I in traffic? The nicer interior was great, but I bought a 911 to drive, not to admire the dashboard.
The 996 made me happy every time I drove it because it felt raw and connected. The 997 was objectively better in every measurable way, but somehow less special.
Which Generation Holds Value Better?
This one’s simple: 996 values are rising faster than 997 values.
996 Carrera prices (2020 vs 2025):
- 2020: $25,000-$35,000
- 2025: $30,000-$45,000
- Increase: 20-30%
997.1 Carrera prices (2020 vs 2025):
- 2020: $40,000-$55,000
- 2025: $42,000-$58,000
- Increase: 5-10%
The 996 has hit bottom and is appreciating as people realize it’s the last “analog” water-cooled 911. The 997 is still depreciating slowly.
I bought my 996 for $28K and sold it for $32K. The 997 I bought for $62K and sold for $58K.
The “cheaper” car made me money. The “better” car cost me $4,000 in depreciation.
The Controversial Take: Why I’d Buy Another 996 Tomorrow
If you gave me $50,000 today and told me to buy a 911, I’d buy a 996 Carrera S (the 911 purists are now screaming).
Here’s why:
- $35,000-$40,000 for a clean Carrera S – 355 hp, X51 power kit, wide body
- Spend $3,000 on IMS bearing replacement (if not already done) plus RMS upgrade
- Spend $2,000 on suspension refresh (shocks, bushings)
- Spend $1,000 on interior upgrades (CarPlay head unit, shift knob, steering wheel)
- $4,000 left over for track days and maintenance
Total investment: $45,000 for a sorted, reliable 996 Carrera S that’ll keep up with a 997 Carrera on track and cost half as much to maintain.
Or I could buy a 997.1 Carrera for $50,000 and… that’s it. All the money’s gone. No budget for upgrades or track time.
Savagegeese’s excellent deep dive on 996 ownership
The Verdict: Which Should You Actually Buy?
Buy the 996 if:
- You want the best value (you do)
- You prioritize driving feel over luxury
- You’re comfortable with basic interior quality
- You want hydraulic steering (you do, trust me)
- You’re not afraid of the IMS bearing with proper due diligence
- You want a track day weapon on a budget
- You don’t care what your neighbors think
Buy the 997 if:
- You’re daily driving and want modern comfort
- Interior quality matters to you
- You want the peace of mind of a newer car
- You prefer PDK over manual
- You care about styling (the 997 is prettier)
- You want better tech (Bluetooth, nav, etc.)
- Budget isn’t a major concern
My Actual Recommendation
Here’s what I tell customers who come to my shop asking this exact question:
“Buy a 996 Carrera with the IMS bearing already done, save $20,000, and spend that money on driving experiences, not depreciation.”
The 997 is objectively the better car. But the 996 is the better value, and in the real world, it’s 95% as good for 50% of the price.
I’ve owned both. I loved both. But if I had to do it again? I’d have kept the 996 and put the extra $20K into my retirement account.
That’s the truth nobody wants to hear: The “worse” car is actually the smarter buy.
Essential Tools for Either 996 or 997 Ownership
Regardless of which you choose, here are the must-have tools I use on both:
- Porsche-specific OBD2 scanner – Saved me $500 on a false check engine light
- Battery tender – Essential if you don’t drive daily
- Low-profile floor jack – The factory jack is terrible
- Quality car care kit – Protect your investment
- Bentley service manual – Better than paying the dealer $180/hour
Final Thoughts
The Porsche community has an obsession with having the “right” generation. The 997 is “better” than the 996. The 991 is “better” than the 997. And so on.
But here’s what I learned from owning both: The best 911 is the one you can actually afford to enjoy.
The 997 was amazing, but it stressed me out. I worried about depreciation. I hesitated to track it. I babied it.
The 996 was liberating. I drove it hard. I took it to track days without anxiety. I enjoyed every mile because I wasn’t worried about resale value.
Which car made me happier? The cheaper one.
So yeah, the Internet will tell you to avoid the 996. The forums will tell you the IMS bearing will destroy your life. But I’m telling you: buy the car nobody wants, save a fortune, and have just as much fun.
That’s my hot take. The 996 is underrated, undervalued, and under-appreciated. And that makes it the smartest 911 you can buy in 2025.
Fight me in the comments.
