The Sports Car That Proves They Don’t Build ‘Em Like This Anymore

9 minutes reading

Wednesday, 16 Sep 2026 00:00 0 7 autotech

Sports cars aren’t always known for being long-lived like some SUVs and sedans are. They generally have expensive parts, higher-strung engines, pricey maintenance costs, and high fuel costs. Of course, some sports cars don’t spend that much time outside the garage, with iSeeCars estimating that the likes of the MX-5 are only driven around 5,900 miles a year, but that doesn’t mean they’re not truly loved little sports cars.

Why Some Sports Cars Never Really Age

Front 3/4 shot of 2026 Mazda MX-5 Miata RF in white parked

Mazda

The best sports cars don’t have to have huge horsepower or a dashboard full of tricks to stay interesting. The Mazda MX-5 has proved for decades that sticking to the same formula of a light body, rear-wheel drive, a manual transmission, and a small but capable engine that you can actually wring out works. It has changed a lot since 1989, but the underlying idea has hardly moved. That is probably why an older Miata still feels timeless and relevant parked next to a newer one.

How The Right Formula Can Stay Appealing For Decades

Front 3/4 action shot of 2000 Honda S2000 driving on road

Something like the Honda S2000 fits the bill well here. Its 2.0-liter F20C puts out around 247 horsepower and can rev all the way up to 9,000 rpm. That sounds like madness compared to how modern sports car engines work. But alongside its motorbike-like redline, Honda gave it forged internals, a rigid aluminum block, VTEC, and a six-speed manual box, making it a car that can perform and take abuse over the years.

That combination is why the S2000 still has such a following more than two decades after it left the showrooms. It doesn’t have the outright pace of many modern sports cars, but it doesn’t need it. Give it a road, some revs, and a decent set of bends, and that basic formula still works very nicely.

The Porsche 911 Has Perfected The Formula

Front 3/4 shot of 2005 Porsche 911 Carrera S Coupe parked

After Porsche changed the name from the Type 901, the Porsche 911 nameplate officiallyhit the road back in 1964. We are now in the eighth generation of the iconic German sports car, and though plenty has changed since the early 1960s, the sound of a rear-mounted flat-six and that sight of the iconic 2+2 fastback silhouette has made it instantly recognizable.

The generations of the Porsche 911 are as follows: the first generation ran from 1964 to 1973, the second generation (the G-Body) ran from 1974 to 1989, the third generation (964) ran from 1989 to 1994, the fourth generation (993) ran from 1994 to 1998, the fifth generation (996) ran from 1997 to 2005, the sixth generation (997) ran from 2005 to 2012, the seventh generation (991) ran from 2011 to 2019, and the current generation (992) has been available since 2019.

The 997-Generation 911 Blends Classic Looks With Modern Performance

Shot of 2005 Porsche 911 Carrera S Coupe engine bay

While it is hard to pin down the absolute best 911 generation ever (there are arguments for most of them), in recent years, we have seen a resurgence in the popularity of the 997-gen 911. The 2005–2012 911 is split between pre-facelift (997.1) and direct-injected facelift (997.2) models. You get water-cooled flat-sixes under the hoods of all of them, classic looks, and hydraulic steering, but the model you opt for will determine what kind of power you get.

For pre-facelift models, the Carrera is equipped with a 325-horsepower/273-pound-foot flat-six; the Carrera S gets a 3.8-liter flat-six good for 355 horsepower and 295 pound-feet of torque; and the Turbo gets a bi-turbo engine good for 480 horsepower and up to 505 pound-feet of torque. The GT3 and GT3 RS are equipped with a 415-horsepower/299 pound-foot engine; and the GT2 gets a twin-turbo flat-six good for 530 horsepower and 505 pound-feet of torque.

Close-up shot of 2012 Porsche 911 Turbo S engine bay

For the direct-injected 997.2 models, the Carrera’s output is upped to 345 horsepower and 288 pound-feet; the Carrera S and 4S get 385 horsepower and 317 pound-feet of torque; the Turbo is upped to 500 horsepower and 480 pound-feet of torque; and the Turbo S gets a 530-horsepower engine.

The GT3 is upped to 435 horsepower and 317 pound-feet; the GT3 RS is upped to 450 horsepower; the RS 4.0 gets a 4.0-liter naturally aspirated flat-six good for 500 horsepower; and the GT2 RS is equipped with a 3.6-liter bi-turbo flat-six for 612 horsepower and 516 pound-feet of torque.

The 997.2 Carrera S: Hydraulic Steering And A High-Revving Flat-Six That Newer 911s Can’t Replicate

Profile shot of 2005 Porsche 911 Carrera S Coupe parked

Obviously, if you are looking for the most power, you choose the 997.2 GT2 RS, but it is the Carrera S 997.2 that is the sweet spot for manageable but fun speed and hands-on driving. 0–60 mph times are 4.3 seconds with the PDK and Launch Control fitted, and 4.5 seconds with the manual box fitted. Top speeds are also good at 188 mph, but it is the character of the engine and the steering rig that sets it apart.

The N/A flat-six produces peak power at 6,500 rpm and peak torque at 4,400 rpm, so you get a very responsive feel underfoot and a broad torque range that rewards rowing through the gears. Hydraulic steering gives the front end a level of weight and feedback that newer electric systems can’t replicate, while the relatively light curb weight of around 3,175 pounds avoids the extra bulk of the Turbo models. It is also equipped with PASM adaptive dampers that firm things up without ruining everyday usability, while the rear-mounted engine gives it massive traction coming out of corners.

A 997 That Appreciates While You Drive It: The 911’s Unusual Ownership Math

Front 3/4 shot of 2008 Porsche 911 Carrera Coupe parked

There’s plenty to love about any 911 model, from how they drive to the looks you get in them. However, they are exceptionally expensive to buy still. According to Classic.com, the average auction price of a Porsche 911 (all used model years sold at auction) is $144,334. Despite the price, they are very popular, with 4,212 sold in the last year via auction alone.

iSeeCars estimates that the average 911 is driven only 4,405 miles a year, but is owned, on average, for 9.9 years. A big part of why they are driven so little is likely something to do with the average annual repair bill, which RepairPal says is $1,072, and because FuelEconomy.gov estimates that something like the 2012 Carrera S can achieve 21 combined mpg and will cost you $3,600 a year to fuel up.

Manual 997s Are Selling For More Than They Did Used — Here’s The Data

The driver’s side interior view of a 2007 Porsche 911 GT3.

The front seats of a 2007 Porsche 911 GT3.

In the last year, according to Classic.com, 734 997-gen 911 models have been sold via auction. Even compared to the MX-5, which has sold 465 in the last year, the 997-gen is well ahead. The average auction price for one is $95,964, while there are still an estimated 65,000 models in the U.S.

The sales results also suggest that good 997s have moved beyond being old used cars. Classic.com currently puts the market benchmark for a manual 997.1 Carrera S at around $52,000, while a manual 997.2 Carrera S is closer to $73,000. That is not the sort of curve you normally see from a 15-year-old sports car, and it shows how strongly people appreciate a proper sports car built in relatively small numbers.

A 286,000-Mile 997 Proves What Proper Maintenance Can Do To A Flat-Six

Rear shot of 2008 Porsche 911 Carrera Coupe parked

While German vehicles have a reputation for being finicky, the Porsche 911 is different. According to iSeeCars, the 911 has an average lifespan of 106,793 miles, or 25.4 years. Models like the 997 generation are equipped with an overbuilt transmission, late 997.1 models are equipped with stronger intermediate shaft bearings (IMS) than their predecessors, and the 997.2 is equipped with a much-updated MA1 engine, which doesn’t have the IMS at all.

While the highest mileage Porsche 911 is reportedly a 2003 996 Turbo with over 700,000 miles on the clock, a 2009 997 Carrera 4S has reportedly been driven for over 286,000 miles, thanks to proper maintenance and a very dedicated owner.

Why Owning An Older 911 Still Feels Like A Choice, Not A Compromise

Front 3/4 shot of 2006 Porsche 911 Carrera S Cabriolet parked

The 911 is far from perfect. Older examples can bring expensive suspension work, tired interiors, oil leaks, worn cooling systems, and plenty of little jobs that are considerably less little once a Porsche specialist gets involved. Some versions also have specific engine issues that make getting maintenance history from whoever you’re buying from very important. It is not the kind of sports car you buy on a whim and expect to maintain at the cost of a Civic.

But that is where the 911 ages gracefully. It does not become irrelevant when a newer version arrives, because each generation retains enough of the old version’s character to stand out on its own. The shape evolves, the engines grow more powerful, the technology moves on, and the performance features become more modern, but the basic driving experience stays recognizable. That gives an older 911 something most aging sports cars lose: a reason to be wanted rather than tolerated.