Mods and Con­se­quences

Porsche 968

Classic Car Weekly (UK) - - This Week -

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.

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