Even when the 911 was first introduced many of its characteristics were unusual. The rear-engined rear wheel drive layout placed the trunk in the front, along with the fuel tank and filler, which resides on the front left fender. The air-cooled motor eliminated the need for a radiator and antifreeze, and the dry sump lubrication system meant that the oil level could only be checked while the engine was warm and idling. The ignition switch was mounted to the left of the steering wheel, a vestige from the racing days when the drivers started on one side of the track and ran to their cars at the drop of the flag. By placing the ignition on the left, Porsche was able to save a few fractions of a second because the driver could simultaneously start the car and release the parking brake and select first gear. The exterior styling was unconventional (critics liken it to a frog), though simple, unadorned, and organic. The rear placement of the engine made handling somewhat unpredictable, especially at the limit, where the car would have the tendency to want to lead with its heavier end, i.e. the back. Thus, many 911 drivers ended up going backwards unintentionally, and a racing driver is supposedly noted to have said that “trying to drive a 911 fast is like trying to throw a hammer backwards”. For 1969, the wheelbase of the car was lengthened by about 2.25 inches in an effort to improve the car’s behavior, and when handled properly, the car is not as difficult to drive as its reputation suggested. Nonetheless, this attracted criticism to which die-hard 911 enthusiasts responded to by commenting how it added character to the car.

Another feature of the 911 that make it difficult to drive are the pedals that sprout curiously from the floor. Moreover, these are slightly offset towards the car which makes the driving position a bit awkward, though this feature is much more pronounced on right hand drive cars. Naturally, the rubber pedal pads on a 1998 911 are exactly the same as those used on the late 1950’s 356’s.

The interior design is another point for which the 911 has received criticism. Because the format was left essentially unchanged for over thirty years, the interior was more or less a disaster by the 1990’s. This was also exacerbated by the fact that the interior design predated many of the modern amenities that were added to the 911 as is gradually evolved to have the features expected of a car in its price bracket. For example, in a 1994 911, the switch for the sunroof is mounted on the underside of the gauge cluster, above the key hole (to the left of the steering wheel of course), right next to the switch that controls which electric mirror is being manipulated by the joystick (which itself is mounted altogether elsewhere, not even on the dashboard, but on top of the door panel near the window). Naturally, neither of these switches is visible from the driver’s seat because they are mounted on the underside of the gauge cluster. A similar story exists for the intermittent windscreen wiper delay, a small knob mounted between the speedometer and the clock, despite the fact wipers are operated by a standard stalk on the steering column.

1964 901. The feel is very 1960's with the chrome and wood trim, delicate wood-rimmed steering wheel, and neat green font gauges. The five-gauge layout that would become the 911's trademark is already maturely expressed here.

1973 Carrera RS. The the monochromatic palette and lack of bright trim that was part of 1970's design idiom are well in evidence here. These are the optionally fitted sport seats with optional leather

1979 Turbo. The reduction in chrome trim continues, though the interior has a much lighter feel in tan. Also, air conditioning vents are fitted as the car gains modern features. Movement towards a center console is also obvious.

1993 America RS (964) . Dual airbags are now fitted. As an America RS, this car is fitted with lightweight door panels. All other 911's except Speedsters had full panels with map pockets etc. The metal pedals are aftermarket additions. Note also that the 4-spoke steering wheel first used on the 911 is now back (although the 2007 911 again has a three-spoke steering wheel).

1997 Carrera 4S (993). Clearly an evolution of the 964 with mildly restyled steering wheel and seats. The silver-faced gauges were a factory option.

The result of these idiosyncrasies (besides endless complaints from journalists) is a car that requires initiation. Without prior experience, a stranger feels confused in a 911, but by the same token, subsequent visits to a 911’s interior prove to be familiar. By making the first impression memorable (even if for negative reasons), the user forms a stronger emotional association with the experience and thus the car. Thanks to the enduring dashboard architecture, this experience extends across cars and decades so that someone who bought a 911 in 1967 and then bought another one in 1997 feels instantly at home. There is no other car in which this is even remotely possible.

The driving behavior of the car, which requires experience on the part of the driver, is extremely rewarding when it is done correctly and further differentiates the 911 from lesser automobiles. This was much more pronounced on older cars, and as 911’s have been developed, they have become increasingly foolproof and forgiving.

These factors contribute to make a car that could be perceived as having a personality. Also, because they are frequently second or third cars, they are used for pleasure primarily, which further adds to the sense of occasion when they are used. They are far from perfect, not unlike people, which allows owners to form emotional bonds with them. While not typically temperamental (this is the territory reserved primarily for Italian cars), 911’s ooze uniqueness without trying. There is a genuine engineering prowess that is obvious from interacting with the car that is intoxicating to those who appreciate it. Something as simple as the mechanically solid yet also delicate click of the door slamming is a fine example of the attention with which the cars are built. The fact that Porsche has been able to tame the wayward handling inherent in the rear-engined layout such that the new cars are almost impossible to upset is another testament to the engineering passion present in the cars.

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