The 964 is where Porsche finally made the 911 feel engineered rather than evolved. Coil springs replaced torsion bars, proper ABS came as standard, the bumpers were integrated properly into the body, and the interior stepped forward enough to feel like a real 1990s car rather than a further round of incremental updates. These are still rear-engine, air-cooled machines at heart, and Porsche claimed around eighty-five per cent of the car was new when it launched. The values since have reflected that.
The standard seats are not bad. By early-1990s standards they are quite good. But on a car that has moved from used Porsche to genuinely sought-after, the question works differently from the way it does on a modern daily driver: the calculation is how to improve the drive without doing anything permanent to the car. Both frames in this guide bolt to the factory mounting points with no drilling involved, and they both come out again cleanly.
We stock two fitting frames for the 964, and between them they cover every seat in this guide. A frame is the vehicle-specific base that replaces the standard runners and sits the seat properly on the factory floor mounts. Both options fix to those points without modification, which is why the whole thing comes out again without any trace when you need it to.
One difference worth knowing before you order: the Cobra subframe includes the sliding runner in the price. Sparco, Planted, OMP, Recaro and Corbeau typically charge for the runner separately, and the Cobra 964 frame does not. It is listed per seat position, so a pair means two in the basket.
Part SU-PO-964, £190.00 inc VAT per side. Sliding runner included. Compatible with 291mm and 405mm base-mount seats. Bolt-in, no drilling.
Part SB052-4952, £222.60 inc VAT per side. Runner not included, order separately to match your seat's bolt pattern. Takes any base-mount seat in this guide.
Every reclining seat in this guide uses a base-mount bolt pattern, and on the 964 there are two that matter in practice. The Cobra subframe is built around the 291mm x 330mm pattern that Cobra recliners use natively. The Corbeau PSR and SVR are drilled for both 291mm and 345mm, so they bolt straight to the Cobra subframe as easily as they go onto the Planted bracket. The Planted bracket takes any pattern with matching runners, which is why it is the open option if you want a seat that the Cobra frame alone does not cover.
| Seat | Bolt pattern | Cobra subframe | Planted bracket |
|---|---|---|---|
| Corbeau PSR | 291 or 345 | Fits | Fits |
| Cobra Daytona | 291 x 330 | Fits | Fits |
| Cobra Le Mans | 291 x 330 | Fits | Fits |
| Cobra Stuttgart Signature | 291 x 330 | Fits | Fits |
| Corbeau SVR Vinyl | 291 or 345 | Fits | Fits |
If you are fitting both sides of the 964 at once, the PSR is where to start. Corbeau sell it as a pair, so one order finishes both seat positions, and the price works out well against buying two singles. The bolt pattern covers both 291mm and 345mm, which means it bolts straight to the Cobra subframe without needing to think about runners. The seat itself is a compact, comfortable shape rather than an aggressively bolstered one, which suits a car you are also using on the road. Corbeau list it as suitable for 32 to 38 inch waists at all heights, so it fits the range of 964 drivers without a conversation about sizing.
The Daytona is where most people who have not owned a Cobra before start, and there is a good reason it is the one most often recommended at the counter. The bolstering is present and noticeable without being aggressive, the recline mechanism is smooth and holds its position properly, and the build quality runs ahead of the seat’s price point. It is the right seat for a 964 used on fast roads and occasional track days rather than a more dedicated circuit car. Cobra only list it in 291mm so it goes straight onto the 964 Cobra subframe, and onto the Planted bracket with a Cobra Premium runner. Cameron would point anyone with a moderate budget and a 964 used on the road toward this one first.
Where the Daytona keeps things composed, the Le Mans wraps you in more firmly. The thigh and shoulder bolsters are noticeably deeper, which a 964 chassis rewards: a car that communicates this well through a corner is worth having a seat that lets you feel it clearly rather than fighting to stay in position. There is also the Cobra Signature programme behind it, which means custom trim, stitching, heating or lumbar can all be specified. The Le Mans Heritage version takes the same shape and adds a period-correct look off the shelf, which is worth considering on a 964 interior that has been kept original or brought back to standard. Both variants use the same 291mm pattern as the Daytona.
The Stuttgart Signature is the pick when the 964 interior has been brought up to a standard where the seats need to meet it. The Signature grade trim is a step above the Daytona and Le Mans, the foam density is higher, and it sits you a fraction lower in the car while still working on the same 291mm Cobra subframe. Lumbar support is available as an option, which is worth adding if the car is still covering distance as well as circuits. On a 964 that is being used properly and looked after, this is the seat that reads right in the cabin rather than looking like an afterthought. Cobra’s build-to-order programme means stitching and piping can be matched to existing trim colour if that matters to you.
The SVR is Corbeau’s low-profile recliner, and it matters on the 964 if you are tall. The 911 cockpit has reasonable headroom but it is not generous by modern standards, and the SVR’s slimmer backrest keeps more of that space intact than a deeper bolstered seat would. Vinyl trim is easier to clean after a wet track day and does not absorb brake dust the way cloth does, which makes it the practical choice for a car used on circuit. Corbeau sell it as a pair, drilled for both bolt patterns, so it goes straight onto the Cobra subframe without a runner. If your first question on a 964 is headroom, this is the seat to look at before any of the others.
Both frames bolt to the 964’s factory seat mounting points, so there is no drilling on a standard floor. Torque the floor bolts properly and check the seat belt buckle clearance before you drive, because a sport seat usually sits the buckle somewhere new in a cockpit not designed around it. Between seat and frame go the sliding runners, and the logic here is simpler than most cars: the Cobra 964 subframe includes the runner in the price, so there is nothing extra to order for any of the five seats above when you go that route.
On the Planted bracket, the runner is separate. The Cobra seats in this guide use the Cobra Premium runner. The Corbeau PSR and SVR run on Corbeau’s own 291mm sliding runner. Both frames are listed per side, so a pair means two in the basket on either route.
| Your seat | Runners to order with Cobra subframe | Runners to order with Planted bracket |
|---|---|---|
| Corbeau PSR (pair) | None, included in frame price | 2 Corbeau 291mm sliding runners, £117.60 inc VAT |
| Cobra Daytona | None, included in frame price | Cobra Premium runners, £84.00 inc VAT per seat |
| Cobra Le Mans | None, included in frame price | Cobra Premium runners, £84.00 inc VAT per seat |
| Cobra Stuttgart Signature | None, included in frame price | Cobra Premium runners, £84.00 inc VAT per seat |
| Corbeau SVR Vinyl (pair) | None, included in frame price | 2 Corbeau 291mm sliding runners, £117.60 inc VAT |
The 964 runs from 1989 to 1994 across the Carrera 2 and Carrera 4 in coupe, targa and cabriolet forms, plus the RS in 1992 and 1993. Both frames cover all variants. If your car is a 993 rather than a 964, see the separate classic Porsche 911 reclining guide, which covers the wider air-cooled 911 range by build year. For bucket seat fitting on the 964 specifically, ask us directly and we will pull the right frame combination for your build. And if you are considering a Recaro Profi SPG XL, we have answered the mounting question for the 964 in detail in this customer question post.
| Seat | Bolt pattern | Waist | Height | Weight | Price inc VAT |
|---|---|---|---|---|---|
| Corbeau PSR | 291 or 345 | 32 to 38in | All heights | Not published | £558.00 pair |
| Cobra Daytona | 291 x 330 | 32 to 38in | All heights | Not published | £599.00 |
| Cobra Le Mans | 291 x 330 | 32 to 38in | All heights | 13.4kg | £619.00 |
| Cobra Stuttgart Signature | 291 x 330 | 32 to 38in | All heights | Not published | £709.00 |
| Corbeau SVR Vinyl | 291 or 345 | 32 to 38in | All heights | Not published | £1,020.00 pair |
Prices include VAT and were correct on 15 September 2026. Where a weight says not published, the manufacturer does not give one and we will not guess it. Waist and height figures are the manufacturers’ published fitment ranges; if you are on a boundary, ask us before ordering.
No. Both frames bolt to the 964's factory seat mounting points with no modification to the floor. Torque the floor bolts correctly and check the seat belt buckle clearance before driving, because a sport seat often moves the buckle to a new position. The installation is fully reversible: both frames come out cleanly when you need them to.
Not on the Cobra subframe, the sliding runner is included in the frame price. On the Planted bracket, runners are separate and ordered to match your seat's bolt pattern: Cobra Premium runners for the three Cobra seats in this guide, Corbeau 291mm sliding runners for the PSR and SVR. The products section above has all of these listed.
Every seat in this guide is listed by its manufacturer as 4 point compatible, with belt slots in the backrest. If you are planning harnesses on a 964 being used on the road, the legal position is that a properly mounted rear anchorage point is required. Ask us when you order and we will make sure the whole setup works correctly for the car's use.
The Corbeau SVR Vinyl is the first recommendation. Its low-profile backrest keeps more headroom intact than the deeper-bolstered Cobra options, and it is the house pick for cars where headroom is a real concern rather than a theoretical one. The Corbeau PSR is the next option; same dual bolt pattern and generally a lower-profile seat than the Cobra range.
No, the frame fitment is the same across 964 variants. The RS uses the same floor mounting arrangement as the Carrera 2 and Carrera 4. If anything on the RS interior has been modified from standard, mention it when you order and we will check there are no conflicts.
If it were my money and the 964 does fast roads and occasional track days: the Cobra Le Mans on the Cobra subframe. The deeper bolstering is right for the way the car drives, and the fact that the runner is already in the frame price makes the whole kit straightforward to order. The Signature programme means it can be trimmed to match whatever is already in the cabin, which matters on a car at this price point. For the two-seat budget, the Corbeau PSR pair gets both positions done sensibly for less than the Le Mans single.
Tall drivers, start with the SVR before the Le Mans. The 964 cockpit is not tight but it is not big either, and getting the SVR’s slimmer backrest right saves a conversation about headroom later. And if the interior is already at a standard where the seats have to match it, the Stuttgart Signature reads correctly in there in a way the Daytona does not quite manage. Either way, the number to ring is 0115 9893488 and we can run through the options before you commit to anything.
The five reclining sport seats we recommend for the Skoda Octavia Mk2, with the Cobra Direct Fit Subframe route that bolts each one straight to the factory mounting points. Runner included in the frame price.
The five reclining sport seats we rate for the Porsche 911 964 (1989 to 1994), with the Cobra direct-fit subframe and Planted Technology bracket routes and a full runner compatibility table.
Every three point road harness we sell, brand by brand, with the ten we would pick first. Plus what a three point actually is, which is not what most listings say, and the anchorage method almost all of them use.
Why narrow racing seats exist, what waist sizing tells you and does not, and which of our current models actually publish a narrower fit for small-bodied cars.
The five reclining sport seats we rate for the Skoda Octavia Mk1, with the Cobra direct-fit subframe that bolts each one straight to the factory floor mounting points without drilling.
The FIA seats we recommend for a Mini Miglia, what the class actually is, how the cage changes the fit, and the largest seat that will realistically go in.
