Time and again, we receive messages from users asking which options are important for a Porsche with a view to resale. With the numerous optional extras and equipment codes, it is admittedly sometimes difficult even for experts to keep track. We have trawled through endless lists of X-codes, M-codes and other equipment numbers for you and picked out the ones that have the greatest influence on Porsche values.
One of the most sought-after optional extras is, of course, Porsche’s factory power kit. These in-house tuning measures provide more engine power and torque. They were available for both Carrera and turbo models in a wide variety of versions. In some cases, this involved increasing the displacement, but often involved modified camshafts and engine controls or even larger intercoolers.
However, it is not only the parts themselves that differ, but also the equipment codes. Depending on the model, Porsche’s factory performance upgrade can be found on the new car order under SOW020, X33, X50 or X51. For certain models, the price difference between cars with and without WLS can amount to several tens of thousands of euros.
For certain models, the price difference between cars with and without WLS can amount to several tens of thousands of euros.
The differences between the Porsche 964 and 993 are most obvious. A Porsche 993 Carrera with X51 in the equipment list is priced a few tens of thousands of euros above the normal Carreras. The 964 Turbo costs a good 40,000 euros more with a factory performance upgrade. In the case of the Porsche 993 Turbo, which had two different WLS levels, the effect is even greater – a 993 Turbo WLS 2 can easily cost 100,000 euros more than the 993 Turbo, which already costs around 200,000 euros. With the water-cooled Carrera models, the differences are not so great and are only a few thousand euros.
Porsche is generally regarded as a brand with discreet styling – understatement is a virtue for the Swabians. However, when a model with eye-catching wings or particularly sporty skirts rolls off the production line from Zuffenhausen, it is something very special. The styling of Turbo or GT models always skillfully combines dynamism and class without appearing too wild or jovial.
A cult has almost developed around certain Aerokit models such as the 996 Carrera. They achieve considerably higher market values than their siblings without Aerokit. © Collective Auto Group
It is therefore no wonder that customers would like to order various styling elements from the higher models, or those inspired by their styling, for the Carrera or Turbo. Customers could already order the so-called whale detail, i.e. the large rear spoiler in the style of the 930 Turbo, on the Porsche 911 G model of the 70s and 80s, for example. However, this was not yet an Aerokit.
This was only available from the 993 generation onwards, where it was possible to bring the exterior of the Carrera 4S closer to the Turbo S, among other things. Thanks to the optional extras XD1 and XD2 for the front apron as well as the rear apron and spoiler, the appearance became considerably more aggressive. Later, a complete GT3 body kit was even available for the 996.1 Carrera as an aero kit (code XAA). An aero kit with fixed rear wing was also available for the 996 Turbo under code XAF.
The Aerokit makes a Porsche even sportier. These body kits have been available as optional equipment since the 993 – even the Boxster could be ordered with an Aerokit at times! © Porsche
Right up to the 992, there are always Aerokits, or Sport Design Packages, as they are called on the current models. Depending on the series and model, Porsche cars with factory-fitted Aerokits can quickly cost 20,000 euros more than their standard counterparts. A car with a later retrofitted Aerokit costs slightly less, though.
In addition to optional extras that are all about looks or performance, there is also a comfort feature that sustainably increases a car’s value on the used market. We are, of course, talking about the front axle lift system. With the Porsche 997.2 GT3, Porsche introduced a factory-fitted lift system for the first time. This meant that the days when customers of very low-slung models had to regard their spoiler lips as a wearing part were numbered.
The chassis could be raised by a total of 30 millimeters at the front axle thanks to an additional air chamber. This meant that uneven roads or underground parking garage entrances lost some of their terror. When reaching 50 km/h, the system switched off automatically and lowered the front end back to its normal level. Initially, however, it was only available on GT models. The feature is now also available in Carrera models.
Over the years, Porsche has made technical refinements to the lift system. One really clever and useful option was the automatic “Smart Lift” function. It was first used in the Porsche 992 GT3 RS and works on the basis of GPS data. Once programmed, the lift system raises the car automatically at the programmed coordinates. A real bonus when driving into the garage at home. This is another reason why the lift system is still easily worth its original surcharge on the secondary market.
There are also said to have been equipment options that cost no extra when new, but a few decades later cost horrendous surcharges. This phenomenon is particularly extreme for Porsches with the so-called Clubsport package. For the 1987 model year, buyers of the 911 Carrera 3.2 were able to choose this option for the first time. It was free of charge, but meant 50 kilograms less weight and many changes to details in order to elicit even more sportiness from the Carrera. Its engine had a lighter valvetrain and therefore revved higher, the gearshift travel was shorter and suspension was firmed up. A total of 190 Clubsport Carrera were built, 189 of them Coupés and one Targa. Today, they cost a good 100,000 euros more than regular Carrera models.
© Porsche
Transaxles with the abbreviation CS also followed. Both the 968 and the 928 were available as Clubsport variants. In the case of the 928 S4 Clubsport, the now coveted lightweight variants did not cost any extra; in the case of the 968, they were even DM 20,000 cheaper than the regular 968. Today, the 968 Club Sport, as the exact designation was, costs at least 15,000 euros more. The Porsche 928 S4 Clubsport even costs up to an incredible 200,000 euros more. How times change…
Porsche GT models have been available with free Clubsport packages as optional equipment M003, 003 or 004 since the 996. These usually included a roll cage, bucket seats, fire extinguisher and battery kill switch. The surcharges nowadays vary between the models, sometimes drastically. However, it is never a disadvantage to have a Clubsport when reselling. Depending on the model, low to five-figure surcharges are usually paid to enjoy even more racing flair. In some cases, such as the 991.2 GT2 RS Clubsport or Cayman GT4, there were also special Clubsport models whose sole purpose was on the racetrack.
Of course, color should not be missing from the list of the most popular and valuable Porsche options. After all, a color can not only determine the individual appeal of a car, but also its value. The general rule of thumb is: anything that is rare costs extra. Anyone who owns a Porsche 964 in Ferrari yellow, for example, can count themselves lucky. The yellow from Maranello easily means a six-figure surcharge.
Based on the equipment codes, you can at least roughly classify whether it is a rare or common color. If the code L999 is found in the equipment list, it is at least a color that was not offered in the regular catalog. However, this does not mean that it is a special color. For example, it could also be a color that was available in other model series. Other codes were 00501, M098 and M099. The two codes 09991 and 09971, which both stand for individualizations from Porsche Exclusive, can also mean a special color.
The extent to which Porsche enables its customers to customize vehicles was recently demonstrated by the story of the Porsche 992 S/T in Coppa Florio hand-painted finish. A Porsche with a unique paint finish from the factory is the stuff that real collector’s legends are made of. When such a car comes onto the market, it usually causes quite a stir. But apart from these highly exclusive special colors and Paint-to-Sample, there are also those that can even drive the price down. A 964 Carrera 4 in Grand Prix White, for example, is around ten percent cheaper than the overall average for this model.
Of course, how exclusive a car is plays a major role, especially for collectors. It is also no surprise that nobody likes to lose money when reselling a car. In this respect, it certainly doesn’t hurt to think carefully about what equipment is really important to you before buying a Porsche sports car, which always involves a major financial and emotional investment. This is precisely why the so-called “spec”, i.e. the exact equipment, should not be chosen with a view to possible resale values.
If you are in the fortunate position of being able to configure a new Porsche for yourself, you should not be guided by what the market might like in a few years’ time. Instead, your own personal taste and situation should always serve as the decisive selection criterion. Because then you can enjoy your own Porsche twice as much.
Richard Lindhorst, Elferspot
Richard Lindhorst is the editor-in-chief of Elferspot.com and has been writing about the world of the Porsche 911, its derivatives, and all other sports cars from Zuffenhausen for years. He has been driving Porsches since 2011 and works on them himself.
Do you have a tip for a story or just want to get in touch with Richard?
Do you have a tip for a story or just want to get in touch with Richard?
Your message has been sent.
Elferspot magazine
Get in and get started
New here? Sign up now for free!
You are a car dealer?
Find out more about selling as a car dealer
Get in and get started
Forgot your password? Reset password
New here? Sign up now for free!
