INSIDE TRACK
Arguably the most focused model in Stuttgart’s long-running transaxle family of cars, the 968 Club Sport is one of the Porsche scene’s best kept secrets…
With no available cash to develop an entirely new model to replace the massive-selling — but fast fading — 944, Porsche decided to press on with yet another evolution of the 924’s original design. Having already worked through two generations of the 944, the new-for-the1990s transaxle was intended to be launched as the 944 S3.
By the time S3 development was in full swing, Porsche’s design team — led by Dutch stylist, Harm Lagaay, who’d had a hand in 911, 924, 944 and BMW Z1 projects before going on to pen the Boxster, Cayenne, 993, 996 and Carrera GT — had used so many new components (“eighty percent of the new car’s mechanical parts are either significantly modified or completely replaced”) that Porsche’s marketing men felt an entirely new nameplate was better than trying to link the new model to the outgoing 944 S2. Consequently, Porsche’s new sports car was unveiled as the 968 and, between 1993 and model end in 1995 (coinciding with the retirement of the 928, thereby concluding production of Porsche’s transaxle family of cars) was offered in range-topping Club Sport trim.
The model’s brilliant combination of performance and practicality is matched by impressive speed and excellent handling — Porsche test driver and two-time World Rally Championship victor, Walter Röhrl, declared the 968 Club Sport to be the best-handling sports car the brand had ever produced. With unmolested examples available to buy right now for little more than £25k (to put that price into perspective, you’ll need to add an extra £100k if you want a Club Sport-badged Carrera 3.2), the ‘CS’ is a very tempting proposition for those who aren’t obsessed with the idea of getting behind the wheel of a 911.
Powered by a development of the 944 S2’s three-litre inline-four, the 968 was the last new front-engined Porsche before the arrival of the Cayenne SUV in 2003. It was also the last fourcylinder Porsche until the introduction of the 718 Boxster in 2016. The firm’s now famous Variocam variable valve timing system debuted on the 968, before going on to become a feature of the 993-generation 911. Club Sport trim ditched much of the standard car’s luxuries, including power windows, sound deadening material, rear wiper, power seats (replaced by lightweight racing seats), rear seating, and did away with much wiring, while an uprated suspension system delivered a lowered ride height. A three-spoke non-airbag steering wheel and a limited list of exterior colours (Grand Prix White, Speed Yellow, Guards Red, Riviera Blue, Maritime Blue and gloss black) also formed part of the package, with body colour carried over to seventeen-inch fivespokes and seat backs. Club Sport decals were offered for each side.
Reduced overall weight (110kg lighter than the standard 968) coupled with Porsche’s responsive three-litre naturally aspirated water-cooled inline-four — treated to a host of upgrades over the earlier 944 unit — allowed promotion of the Club Sport’s on-circuit abilities (a top speed of 162mph and a sprint to 60mph from a standing start in little more than 5.5 seconds), talents which gave cause for the motoring press to crown the Club Sport as Performance Car of the Year shortly after launch. Today, this amazingly balanced Porsche is available in tip-top condition to buyers for much the same price as a ropey 911 SC. That’s a compelling argument for purchase made even stronger by the fact hardly anyone outside Porsche circles knows the 968 exists, largely due to less than 13k examples of all variants rolling off the assembly line. Exclusivity, power, style and superb value for money — we can’t think of a single reason not to buy one.