Rarest Porsche 911s Of All Time

Why We Picked It:

In homage to the 1973 911 Carrera RS, Porsche derived the Carrera 2 from the race-ready Cup car and used the same formula to develop a lightweight version of the Carrera 2. Porsche began shipping the Carrera RS, also known as the 964 RS, in November 1991 for the 1992 model year with a limited production run of 2,282.

Porsche engineers prioritized reducing the 964 RS's weight and successfully cut over 300 pounds. The 964 RS came in 286 pounds lighter than the base model at a total weight of 2706. In addition to the M64 engine used in the 964 Carrera 2 and 4, the 964 RS also had an improved version (M64/03) of the same unit. Porsche engineers worked their magic, and the new air-cooled 3.6-liter Boxer engine gained ten more horses.

The 964 RS shared the same power and top speed as its coupe inspiration. Due to its lower curb weight, it had far more acceleration than the car it was based on. The sprint from zero to sixty miles per hour took only 5.1 seconds (0.5 faster than the conventional C2). It performed superbly on the track, comfortably outperforming the C2. A car like the 964 RS is a great entry point if you want to learn about modern 911 R models.

Why We Picked It:

It's no joke when we say that the Porsche 964 911 Carrera RS 3.8 had everything big. For instance, it sported the wide-body look of the Type 964 Turbo, a huge rear spoiler, and three-piece "Speedline for Porsche" wheels with 235/40 and 285/35 tires, making it look noticeably more aggressive than the subdued Carrera RS of 1992 and capable of providing significantly more mechanical grip. Its air-cooled engine was bigger than the Carrera RS's, with a displacement of 3.8 liters, producing more power.

The 964 Carrera RS 3.8 was built as a homologation platform for the legendary 3.8 RSR, which went on to win a slew of races worldwide. It was introduced in 1993 as an extreme evolution of the 964 Carrera RS from two years prior, and only a handful were ever made, 55 to be exact.

Following in the footsteps of the RS 2.7 and RS 3.0 models, Porsche paid a premium on lightness by borrowing extensively from the 964 Cup cars. For instance, the gearing of the gearbox was adjusted to maximize the improved power-to-weight ratio. The 964 911 Carrera RS could go from 0 to 60 mph in 4.9 seconds and reach a top speed of 169 mph.

Why We Picked It:

The 964 C4 Lightweight, the rarest version of the RS, was also one of the best. The 964 Leichtbau incorporated unused components from the 953 Paris-Dakar effort. The Porsche factory built a small number of lightweight 911s. The plan was to use the 964 RS chassis and equip it with the 959's superior all-wheel-drive technology in a 22-car limited edition.

The 964 C4 Lightweight used the same 3.6-liter flat-six as the 964 RS but was tuned to produce 300 horsepower. Porsche engineers unlocked the additional power by ditching the car's mufflers and catalytic converters.

The 953 Paris-Dakar project is responsible for employing a Rally-style gearbox in the powertrain, which features two rotary knobs on the center console to allow the driver to change the torque split between the center and rear differentials. This all-wheel-drive system was developed for racing and had a variable torque split that could be adjusted by the driver.

The RS Lightweight's 1098 kg weight is part of the reason for its name. The car's tub was seam welded, and its fixed windows had sliding panels, making it racing-ready. The external oil filler was reinstated, which provided a tell in front of the right rear wing.

Why We Picked It:

In 1992, Porsche launched an improved variant of the 911 Turbo, the Turbo S, as a street version of the cars that compete in IMSA, still with the 3.3L engine but with larger injectors, a larger KKK turbo, larger valves, larger camshafts, and tuned electronics, achieving 381 hp and 362 lb-ft of torque, making it one of the fastest cars back then.

Since the 964 Turbo S was more track-focused, Porsche nixed components such as air conditioning, power windows and locks, rear seats, rear wiper blades, a radio, insulation, power steering, and backrests. Porsche added Recaro competition, slimmer side, and rear windows, Carrera RS quarter doors, and doors made of CFRP, which represented a reduction of 180 kg in the weight of the 964 Turbo.

On the outside, two air intakes were added to the rear fenders, and the front also had two air intakes in place of the fog lights. To complement the exterior, 18-inch three-spoke Speedline wheels and red-painted brake calipers, which were also larger, were added. The suspension was lowered, and a stabilizer bar was added to the front. Only 86 examples of the Turbo S with a 3.3-liter engine were manufactured.

Why We Picked It:

As the production of the Porsche 964 came to a close, the company produced a limited run of Turbo models designated as the 3.6 S. The '36S' bundle had regionally tailored body packages for the X88 'S' engine. The 3.6 Turbo S could go from 0-60 in 4.0 seconds and reach a top speed of 174 mph.

Porsche has only produced 93 Turbo chassis. These were shipped to Porsche Exclusive Manufaktur, meticulously crafted into the one-of-a-kind 964 Turbo 3.6 S.

Both conventional and flat-nose 'Flachbau' versions were made available. While the 'Flachbau' nose was a standard feature on most Turbo S models, it was an extra expense for some. There were 76 automobiles with a Flatnose and 17 with a different body style (called a "Package option").

The X88 package added an auxiliary oil cooler and boosted power to 380 hp for these vehicles. A larger turbocharger (the K27 7006 turbocharger with greater boost), new camshafts, new cylinder heads, and revised valve timing all contributed to the increase in output. The package cars had an X92 front lip spoiler, an X93 rear spoiler, and optional X99 engine air inlets. It was the last Porsche 911 that was entirely hand-built and limited to 75 units (flat nose)

Why We Picked It:

In 2011 Porsche introduced the 997 Speedster variant having a production run of 356 units only, the production number coming from the iconic car of the 1950s, the Porsche 356.

It was the third production 911 Speedster made, preceded by the Carrera 3.2 Speedster and 964 Speedster (the 993 generation didn't have a regular production speedster variant and the 996 generation didn't have a speedster variant at all).

The Speedster was powered by the same engine as the 997 Carrera GTS which generated a maximum power output 407 hp and was only available with a seven-speed PDK automatic transmission.

Only two colors were offered, Pure Blue (which was developed specifically for the Speedster) and Carrara White. (Paint To Sample versions were produced in very limited numbers). It was succeeded by the 991 Speedster for model year 2019.

Why We Picked It:

The 993 Turbo coupé was introduced in 1995. It featured a new twin-turbocharged engine displacing 3.6 liters and generating a maximum power output of 402 hp. Air-to-air intercoolers, electronic engine management, redesigned cylinder heads and other modified engine internals completed the new engine. The 993 Turbo was the first 911 Turbo with all wheel drive, taken from the 959 flagship model. The electronic engine management helped the Turbo to achieve fuel efficiency far superior to its predecessors.

In 1997, Porsche produced a limited factory-production run of what is the last air-cooled 911 Turbo, the 993 Turbo S. Turbo S’s were fitted with most Turbo options as standard and also came standard with Aerokit II front and rear spoilers, unique side air ducts and front air inlets, and unique yellow brake calipers.

Engine output was increased over the standard 911 Turbo to 424HP for US models and 450HP for non-US models, with a 0-60 time of 3.7 seconds and 184 mph top speed. A total of 345 examples of the 993 Turbo S were produced, of which 176 were imported to the US.

Why We Picked It:

Released in 2010 as part of a limited production run, the Sport Classic was built to celebrate Porsche's heritage, combining retro-inspired styling with modern performance and technology. With only 250 units produced worldwide, this special edition model is not only one of the rarest 997-generation 911s but also one of the most sought-after by enthusiasts and collectors alike.

What makes the 997 Sport Classic so special is its blend of classic design elements with contemporary engineering. The car features a distinctive "ducktail" rear spoiler, reminiscent of the iconic 1973 Carrera RS 2.7, as well as Fuchs-style wheels and a double-bubble roof, paying homage to classic Porsche models. The Sport Classic was finished in an exclusive Sport Classic Grey paint.

Under the hood, the 911 Sport Classic is powered by a 3.8-liter flat-six engine that produces 408 horsepower, offering more power than the standard Carrera S of its time. This engine is mated to a 6-speed manual transmission and the chassis features Porsche Active Suspension Management (PASM) and a limited-slip differential. Inside, the Sport Classic’s cabin is just as special as its exterior, featuring Espresso Nature leather upholstery with woven leather seat inserts, unique trim details, and a numbered plaque on the dashboard, signifying its limited-edition status.

Why We Picked It:

When Porsche revealed that the original 911 would be replaced by the new Type 964 in 1990, it was announced that a special, limited-edition ‘LE’ batch of 50 Turbos would be built. At the end of production in 1989, Porsche decided to mark the occasion with this very special Limited Edition 930 – a car Porsche called the ultimate Turbo. At the time, the 911 Turbo was not expected to play a part in the new 964 generation, so it really felt like the LE edition was the apparent end for Porsche’s forced-induction 911.

A small number of the last assembly batch of standard 3.3-litre, five-speed G50 gearbox cars were taken off the line and sent to the ‘Exclusive’ team at Zuffenhausen to be finished by hand. The LE Turbos incorporated as standard features that previously had been available only as factory optional extras. These included rear wheel air intakes, side skirts and a front spoiler, creating a look reminiscent of the Type 935 Le Mans sports racers. A Getrag five-speed gearbox was already standard on the Turbo, to which the LE version added a limited slip differential.

The 930 LE was truly limited edition, with only 50 units made. The 911 Turbo Limited Edition comes equipped with the 330 bhp power unit normally only available in the 911 Turbo with Sport Equipment, an extra 30 bhp over the regular model, making it the most powerful variant built to date.

Why We Picked It:

The Porsche 911 Turbo Cabriolet (993 generation) is an incredibly rare car – only 14 were built in 1995, in the early days of 993 production. Rather than the contemporary twin-turbo powerplant in the 993 Turbo Coupe, the 993 Turbo Cab was fitted with the single turbo of the 964 Turbo 3.6.

Although the Turbo Coupé was introduced earlier, the actual production started after the Turbo Cabriolets were sold. Turbo Cabriolets were 1995 models by VIN and Turbo Coupés were immediately produced as 1996 models although the 1996 model year had not yet started.

While the Turbo Cabriolet has been a mainstay of the 911 model range since the 996, to the average Porsche customer and enthusiast, the 993 Turbo Cabriolet technically never existed. The unofficial story says that Fritz Haberl, who was owner of MAHAG Porsche in Munich approached Porsche executives after seeing the new 993-generation Cabriolet at the 1993 Geneva Motor Show with the idea of a Turbo Cabriolet built as a limited-edition model.

Given MAHAG’s heritage and Porsche’s financial difficulties, Porsche agreed to Haberl’s suggestion, albeit at a price. Porsche’s requirement was a minimum order of ten cars, to which Haberl agreed.

Why We Picked It:

To celebrate 60 years of Porsche Club of America, PCNA (Porsche Cars North America) ordered 60 units of 911 Carrera GTS Coupés in Club Blue from Porsche Exclusive. All 60 cars were equipped with SportDesign aerokit (including ducktail).

The 991 Carrera GTS was the ideal choice for a Porsche enthusiast car – rear wheel drive, wide body and most powerful Porsche available with manual gearbox. Some cars were equipped with PDK. These Club cars were not numbered because it wasn’t a special series by Porsche AG, but a series of similarly equipped cars ordered by PCNA.

The cars got a few unique touches by Porsche Exclusive, like the special “Club Blau” paint, the “Club Coupe” stickers on the doors, the door entry guards with ”GTS Club Coupe” lettering, number “60” embossed on the armrest cover and the “GTS Club Coupe 60 Years Porsche Club of America” lettering written on the dashboard trim strip. The first 991 GTS Club Coupé was finished by Porsche Exclusive in November 2014.

This is more special than most people think because it is among the last of the naturally aspirated 911s and is the ultimate salute to PCA membership.

Why We Picked It:

Porsche faithful are probably shaking their heads right about now. Porsche never officially made a production 993 Speedster. Notice we said “production.”

In 1995, the company created a dark green 993 Speedster for Ferdinand “Butzi” Porsche 60th birthday. Jerry Seinfeld apparently felt left out; he commissioned a silver 993 Speedster in 1998, though it seemed to have begun life as either a Targa or Cabriolet before being sent to Porsche Exclusive.

Only two 993 Speedsters were ever made; if you see one that’s not silver or dark green, chances are it’s a phony. The rarest among these models is the 911 Speedster.

Just to be on the safe side, if someone should offer you a 911 Speedster of the 993 series and tell you it’s an ‘original’ – be skeptical! There’s a good chance that it’s a replica because the pure two-seater from the last air-cooled generation of the classic sports car is one of the rarest cars Porsche has ever built. In fact, only two genuine units were made.

Why We Picked It:

In 1983 Porsche produced a stunning one-off road car for TAG owner Mansour Ojjeh. Based on a 934 chassis, it was designed to mimic the potent 935 racecars and subsequently became the one of the first slantnoses.

Both the front and rear sections were made similar to the potent 935 race car which dominated the Group 5 Sports Car Championship. This silhouette series allowed radical modifications which contributed to the repositioned nose, ultra-wdie flares and extended rear bodywork. All of these were carried over to Mansour Ojjeh’s car.

Much of the work was carried out by Porsche’s new Sonderwunsch department which was responsible for designing the slantnose and outfitting other competition features on specially selected 911 Turbos. In 1982, the single-turbo Group B 911 Turbo was available, but for this special, the 3.3-liter engine was upgraded to 400 bhp and an oil cooler was fitted in the nose. At some point, the car was sent to Werk 1 and modified alongside Porsche’s factory race cars.