Why the 1980s-Era Porsche 911 Carrera Is Our Sports Car of Choice

“All Porsche, all the time!” Sixty-years-and-change later, that’s still the rallying cry of drivers who regard the Porsche 911 as the best sports car in the world. If such a bold statement doesn’t get enthusiasts thumping their chests and trolls out from under their rocks, nothing will. The 911 is that kind of car.

From the beginning, Porsche’s 911 has been polarizing. (It was meant to be called 901, until Peugeot challenged the infringement on its model-series nomenclature to describe that company’s cars—mostly forgettable today.) The Porsche 901 was developed as a successor to the lovable 356, which ended its run in 1965.

Unveiled at the Frankfurt International Motor Show on September 12, 1963, the six-cylinder upstart came to market a year later. Today, the evergreen 911 is more popular than ever before, transforming over the years through eight generations. Each has seen substantial gains in weight and size due to demand for greater power, luxury, and safety by drivers and government agencies. Still, a modern 911 resembles its forebears not just in its silhouette, but in its purpose.

To appreciate the essence of the 911, one really has to go back to the original. That is, the car with rounded front fenders, thin A-pillars, and a dash with five analog instruments (one was a clock). By 1974, the model gained new front and rear bumpers designed to meet then-current crash standards, along with many other changes, including a larger 2.7-liter engine. The 911 SC, made from 1978 through 1983, had its power plant increased to a 3.0-liter capacity. But for first-time Porsche buyers, the 911 Carrera of 1984 through 1989 is our top choice, and with total production of more than 76,000 cars—including coupe, cabriolet, and Targa models—there are plenty on the market at any given time.

The engine in that era’s 911 Carrera is Porsche’s tried-and-true flat-six, displacing 3.2 liters and making about 207 hp for North American cars (increased to 217 hp in 1986). The crankcases are bulletproof, and it’s not unheard of to see an engine with 300,000 miles on the car’s odometer. If the power seems paltry by today’s standards, remember that these 911s weigh under 2,900 pounds, about 500 pounds less than the current lard- and gadget-laden versions. No ABS, no airbags, no power- or traction-anything—it’s the poster car for Porsche’s last analog 911. Nimble, making all the right sounds, and literally an extension of its driver, there isn’t a better dance partner than the last “original” 911. Even for those, such as this writer, who can’t dance, the 911 makes you feel like Fred Astaire when behind the wheel.

By the time the 1976 version rolled around, Porsche was galvanizing 911 body shells, so rust isn’t the big worry that it is for earlier models. The 1989 Carreras command a premium, and cars made from 1987 through 1989 use the G50 five-speed gearbox, an improvement over that of the 915 predecessor. As for body style, three models were offered when introduced, as now: a coupe, a cabriolet, and a Targa.

The Targa is an acquired taste, but has its takers. Cabriolets, not so much, and these aren’t nearly as desirable to purists, who must—and wisely so—have a coupe. Prices for each are all over the map, determined by condition, mileage, and originality. Of huge importance, too, is color, since Porsche produced many rare and interesting colors over the years, along with taking Paint to Sample (PTS) orders from customers who wanted a 911 to match a favorite Bordeaux or lipstick.

Color alone can make a $10,000-plus difference in value. A 1989 coupe in good condition can bring about $85,000. Targas take a $10,000 hit, while a cabriolet might be had for almost $30,000 less. A concours-quality coupe can command at least $150,000. Rare variants of the final series, such as the Club Sport, 25th Anniversary Edition, Turbo-Look, and 1989 Speedster models—all valued well above regular versions.

The 911 market saw a dramatic increase in prices a few years ago, especially during the Covid-induced, car-buying mania, and while things have simmered down a bit, it’s unlikely that good 911s will get any less expensive—or desirable. Of course, none of that will matter to an owner who falls in love with what the 911 offers.

Click here for more photos of this 1989 Porsche 911 Carrera 3.2 Coupe.