The Porsche 964 was the first thoroughly modernised 911. Built from 1989 to 1994 it introduced coil springs in place of torsion bars, four-wheel drive (Carrera 4), ABS, power steering, and redrawn front and rear bumpers, while preserving the original 911 silhouette. Porsche themselves state that the 964 was 85 percent new compared to the preceding G-Series 911. For collectors the 964 marks the transition from classic 911 to modern usable 911, and has appreciated sharply since 2015. A 964 is not sold to just any buyer; it is passed on to someone who appreciates the modernisation within the air-cooled tradition.
The Porsche 964 was unveiled in 1988 and went on sale in 1989, initially only as the Carrera 4 with four-wheel drive. The Carrera 2 (rear-wheel drive) followed in 1990 and ultimately became the best-selling variant. The engine was a new 3.6-litre air-cooled flat-six (M64) producing 250 hp, redesigned around electronic engine management and catalytic exhausts. The gearbox was a five-speed manual, with the Tiptronic (four-speed automatic) available from 1990. For the 964 Carrera 2 the driving character is more direct and lighter than the Carrera 4, which carries a noticeably heavier front-end feel due to its front differential. Carrera 2 and 4 production amounted to around 62,000 cars from 1989 to 1994.
The 964 Turbo (1990-1992) initially used the 3.3-litre engine from the preceding 930 Turbo, uprated to 320 hp and paired with the modern 964 body and chassis. From 1993 the 3.6-litre Turbo arrived with 360 hp from a single-turbo configuration. The 964 Turbo S (1992-1993, around 86 built) was the weight-saving flagship with 381 hp, mechanical lightweight modifications, and exclusive specification. The Turbo S Leichtbau produced 380 hp and was built in only around 80 examples, making it one of the rarest 964s. For collectors the 964 Turbo marks the last single-turbo 911 before the twin-turbo era began with the 993.
The 964 RS (1992) was the first European RS since the original Carrera RS 2.7 of 1973. It produced 260 hp from the same 3.6 litres, but with ported cylinder heads, lighter glass, stripped interior, and sharpened chassis. Production was around 2,405 examples. The RS America (1993-1994, around 701 built) was a North American market variant, lighter than the regular Carrera 2 but less stripped than the European RS. The rare RS 3.8 (1993, around 55 built) had the race-derived 3.8-litre engine producing 300 hp and the wide-body Turbo coachwork. For collectors the European RS variants are considerably more valuable than the RS America.
The 964 Speedster (1993-1994) was the second 911 Speedster since the original G-Series Speedster, and was built in only 930 examples. The Speedster has a lowered windscreen, double hump cover, and is offered only in limited colour configurations. For collectors the Speedster is among the most sought-after 964s; concours examples sit far above the original list price. Other rare specifications include the RS Clubsport (around 290 built) and the Carrera 4 Lightweight (around 22 built, for IMSA homologation).
Until around 2015 the 964 was the least-appreciated air-cooled 911 model. The Singer Vehicle Design builds based on 964 chassis have since 2010 dramatically raised attention for the generation. Since 2018 964 Carrera 2 and 4 models in original condition have appreciated consistently. Turbo, RS, and Speedster have been at a higher price tier for longer, with the Turbo S Leichtbau and RS 3.8 in their own segment. The 964 culture is now carried by both original factory-spec collectors and by owners of Singer, Theon, and RUF builds, broadening the market. For sellers this means a well-documented, original 964 with full service history and proven oil-sealing renewal attracts strong international interest.
A purchase by a Porsche Centre, consignment with a specialist, a private listing or an auction among enthusiasts: our guide Selling a Porsche 911 sets out the five routes side by side, with what they cost, how fast they go and how much work they take.
Carrera 2, Carrera 4, Targa, Cabriolet, Turbo (3.3 or 3.6), RS, RS America, RS 3.8, Speedster, or Turbo S Leichtbau. Each variant has its own price class; the Turbo, RS, and Speedster are the most valuable regular models.
Porsche Classic in Stuttgart supplies a Certificate of Authenticity on request based on the VIN. For the 964 Turbo S Leichtbau, RS 3.8, and Speedster this document is decisive; for regular Carrera models it reinforces the collector position.
Original paint (no respraying) is a strongly value-driving factor. Speed Yellow, Mint Green, Rubystone Red, Polar Silver, and Paint to Sample specifications are highly sought after by collectors. Photos of panel paint coating and proof of factory finish are valuable.
964s are known for oil sealing issues around the cam covers and cylinder heads. A 964 with proven oil sealing renewal and full service history at Porsche or a specialist is worth far more than an unverified example.
Early 1990s production makes investigation of floors, sills, A-pillars, fender seams, and frame essential. Original paint and provably unrepaired bodywork are highly valued by collectors. Underbody photos are essential.
Photos of the VIN plate (A-pillar under windscreen) and engine block number. For the 964 Turbo, RS, and Speedster, matching numbers and factory specification are particularly relevant. Confirmed matching-numbers Speedsters sit consistently far above unverified examples.
Note: These factors may influence buyer interest. Value depends on many factors.
The Turbo S Leichtbau (around 80 built) and RS 3.8 (around 55 built) are typically the most expensive 964s, followed by the Speedster (930 built), Turbo S, RS Clubsport, and the regular RS. For most sellers a Carrera 2 or 4 in original specification with full service history is the most realistic class, with strong demand from the international market.
Oil sealing issues around the cam covers and cylinder heads (particularly on early M64), dual-mass flywheel wear, and timing chains at higher mileage. A 964 with proven oil-seal renewal, new dual-mass flywheel, and full service history at Porsche or a specialist is worth far more.
The Carrera 2 is the rear-wheel-drive variant, lighter (around 80 kg) and more direct in driving character. The Carrera 4 is the first 911 with four-wheel drive, with a front differential that makes the driving character heavier but improves traction. For enthusiast drivers the Carrera 2 is often preferred; for year-round use in Northern Europe the Carrera 4 is more practical.
The 964 (1989-1994) is the first modernised air-cooled 911 and retains visual cues from the original G-Series silhouette. The 993 (1994-1998) is the second and final air-cooled generation, with multilink rear suspension and redrawn body. The 993 generally commands higher prices, but the 964 has a strong buyer pool due to its unique transitional status and the Singer culture.
Yes, substantially. The European RS (1992, ~2,405 built) has the sharpened 3.6-litre engine with ported heads (260 hp), lighter glass, and stripped interior. The RS America (1993-1994, ~701 built) is a North American market variant, lighter than the regular Carrera 2 but less stripped. For collectors the European RS is the preferred specification.
Yes. For 964 buyers the manual gearbox (G50 five-speed) is strongly preferred. Tiptronic specifications interest specific buyers but command lower prices, often twenty to thirty percent below comparable manual examples. The RS and Turbo are not offered with Tiptronic.
Send the VIN to Porsche Classic in Stuttgart or apply via a Porsche dealer. The document confirms original specification, colour, options, and factory-installed accessories. Lead time is a few weeks; for collector 964s this is a strong selling point, and for the RS, Turbo S, and Speedster it is essentially mandatory.
Registration document and ownership history, full service history at Porsche or a 911 specialist, Porsche Classic Certificate of Authenticity if available, oil-sealing renewal invoices, photos of the VIN plate, engine block number, and underbody, any factory build sheet, and chronological photos from prior ownership periods.
Send the VIN to Porsche Classic in Stuttgart or via a Porsche dealer. The document confirms original specification, colour, options, and factory-installed accessories. For the 964 Turbo S, RS, and Speedster this document is decisive.
Photos and invoices for renewed oil sealing around the cam covers and cylinder heads. The 964 is known for oil weeping; a proven oil-seal renewal immediately reduces buyer risk and raises sale value.
All invoices from a Porsche dealer or recognised 911 specialist, timing chains, head gaskets, cooling system, dual-mass flywheel (a known point of attention). General-garage invoices carry significantly less weight.
Photos of the floor pans, sills, A-pillars, fender seams, and bumper corners. Original paint (no respraying) is a strong selling point. Note underbody photos and any panel replacement in detail.
Photos of the VIN plate and engine block number side by side. For the 964 RS, Turbo S, and Speedster a Porsche Classic confirmation of matching numbers is essentially mandatory for top valuation.
Paint colour with factory code, original wheels, leather interior, factory exhaust, factory sunroof if fitted, sports seats or standard seats. Original factory colour configuration is highly valued by collectors.
Many 964s have received RS-look kits, exhausts, or engine tuning. Document all modifications; keep original parts available where possible. For Singer, Theon, or RUF builds: provide full build documentation.
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