Mods and Consequences
As the final iteration of Porsche’s four-cylinder transaxle models (following on from the 924 and 944), the 968 is also the most thoroughly developed of the breed. While this magnificently practical sports car, made between 1992 and 1995, is fast and usable in standard form, any car that’s more than two decades old will always benefit from a few upgrades, whether you’re driving on the road or the track. It’s no different for the 968.
There were four mainstream variants, plus Turbo S and RS editions that were built in tiny numbers. The standard 968 is the most luxurious while the hardcore Club Sport lost its rear seats, electric windows and central locking to save weight and gained stiffer suspension.
In the middle is the Sport, which has the Club Sport’s wheels and suspension, but is fitted with rear seats and some of the regular car’s equipment. There’s also a sought-after cabriolet version, available only with the standard model’s trim. Porsche offered (and still offers) a series of chassis upgrades dubbed M030. These can be fitted to beef up the suspension, wheels and brakes, and it’s possible to mix and match as you see fit. Prices aren’t outrageous but cars fitted with this package are noticeably less comfortable than standard, although they significantly boost the 968’s track prowess.
Because of the 968’s relatively high value and its almost guaranteed future collectability – prices are already on the up – any changes are often incremental or reversible. Those are detailed in the separate panels, but if you want to do something altogether more hardcore there are both turbocharging and supercharging options. These will realise an easy and reliable 350bhp, a healthy gain over the standard
car’s 240bhp. The problem is that to do the job properly you have to upgrade some of the engine ancillaries, such as the oil cooling system and injectors, which in turn requires a different ECU. By the time you’ve done everything, including having it fitted and set up, you’re looking at £10k all in. richard Dredge thanks to Dave Mcloughlin and Paul Graham for their help with this article.