987
Two distinct phases sharing a chassis code. They take different parts — pick the one you actually have.
- Years
- 2005–2012
- Phases
- 2
- Spec blocks
- 12
- Power
- 240–330 hp
The 987 was sold in two phases that differ enough to be treated as separate cars — different engines in most cases, and different service parts in all of them. Choosing the wrong half is how people end up ordering a bulb that does not fit.
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987.1
2005–2008The Cayman arrives, and the mid-engine cars get a real interior — around the M96 and M97 engines.
6 trims 240–295 hp 9 known issues -
987.2
2009–2012Direct injection and PDK. No intermediate shaft, and a Cayman S quicker than the Carrera above it.
6 trims 255–330 hp 8 known issues
About the 987
The 987 is the 986 grown up: a proper interior, real steering feel, and — from 2006 — a roof. The Cayman is the significant addition. Putting a fixed roof on the Boxster produced a structure stiffer than the 911 above it, and Porsche had to be careful to keep it from embarrassing the more expensive car. The Cayman S launched first, with the base Cayman following a year later.
Mechanically the generation splits exactly where the 997 does. Cars through 2008 use the M96 and M97 engines and carry the intermediate shaft bearing and bore-scoring exposure that comes with them. From 2009 the direct-injection 9A1 arrives with no intermediate shaft at all, along with PDK in place of Tiptronic. That single line does more to determine what you are buying than the badge on the back.
These are also the cars where the mid-engine layout stopped being a compromise on the way to a 911 and started being the reason to choose one. A 987.2 Cayman S is quicker across a real road than the contemporary Carrera, and everyone involved knew it.