Now in its 35th year of production, the Porsche 911 Turbo is a car that has seen it all: the red-braces brigade in the 1980s, the recessions of 1990 and 2009 and the wrath of the greens.

And all the while it has maintained its position as one of the quickest and most desirable sports cars in the world.

The latest, 997-series incarnation of the stockbroker’s wheels of choice went on sale in June 2006 with a price tag just short of £100,000. Porsche’s relentless march to ever quicker and more powerful 911s means that last year the Turbo was revised and given a larger engine, with an extra 20bhp, and a new PDK dual-clutch gearbox; this year a 530bhp Turbo S also went on sale. Today a new Turbo costs almost £110,000; a 2006-registered model with average mileage costs half that amount.

For sheer statistical Top Trumps, the 911 Turbo takes some beating. It will reach 62mph from a standstill in 3.7 seconds, and do 0-125mph in 12.2 seconds, and it does not stop accelerating until 193mph. The ease with which this accomplished machine can cover ground is its best party trick, and with power delivered to all four wheels, the grip is astonishing, flattering even the most modest driver into thinking they could take on Jenson Button.

Perhaps the biggest debate for buyers concerns the choice of transmission. Porsche offered two in the 2006-9 version — a standard six-speed manual and a five-speed Tiptronic automatic; about twice as many have been sold with the Tiptronic.

When you’re buying second hand, you should be prepared to pay £2,000 more for an automatic — almost the same mark-up as when the car was new. In a flat sprint the Tiptronic is both quicker and more economical than the manual, but for driving on flowing A and B-roads the manual will prove more satisfying.

At this level of spending you should rely on a Porsche specialist or dealer for detailed buying advice, and for checking if a car has had any upgrades.

Reliability and servicing

Despite its supercar status and performance, the 911 Turbo has a maintenance routine no more onerous than that of a family hatchback, with scheduled visits to the workshops required every two years or 20,000 miles. Main-dealer servicing costs are not unreasonable; using the services of skilled, non-franchise Porsche specialists can further reduce running costs. A patchy or missing service history may point to a shady past life and should be avoided.

Residuals

Because many Porsche enthusiasts insist on having the latest model, cars tend to change hands early on in life and may have had three or four owners by the time they are three years old. It’s not necessarily a problem, but the idea of a single, loving keeper suggests a car has had a more privileged life. Second-hand buyers should be wary of brash body colours and loud exhausts, which can make a car harder to re-sell.

Need to know

Brakes: Ceramic brake discs, a costly option, save money in the long run, as they should never need replacing
Carbon-Fibre Trim: Damaged trim can be costly to replace
Engine: Check the car’s underside for signs of fluid leaks — particularly oil
Front bumper: Check the lower edge for stone chips
Seats: Standard sports seats have manual fore and aft adjustment and recline electrically; most new-car buyers upgrade to full electric adjustment
Sport Chrono Package: Optional “Sport” button gives drivers access to 10 seconds of turbo overboost not normally available
Wheels and tyres: Check for excess or uneven tyre wear and allow £1,000 for four new tyres. Bigger 19in wheels look great, but avoid non-Porsche rims (look out for the Porsche manufacturing mark)



 

The one to buy

Model 2008 08-registered Porsche 911 Turbo Tiptronic with 20,000 miles
Price Pay £75,000 at a dealer or £71,500 privately

 

Alternative

Or for similar money:

2006 06 Ferrari F430
2008 08 Aston Martin DB9 V12
2009 09 Maserati GranTurismo V8

 
Figures based on CAP June 2010 edition

 © Bumper Media Limited June 2010