THE HIDDEN GEM
The final evolution of a product line starting with the 924, the 968 forged its own path as a Porsche worthy of your attention, none more so than the lesser known 968 Sport…
Launched in August 1991 for the 1992 model year, the 968 included a claimed eighty percent new parts and design when compared to the outgoing 944. Even so, lineage back to the 924 of 1976 was clear to see — the basic profile and window silhouette from the 968’s curvaceous wheel arches upwards was obviously inherited from the first model to be listed in Porsche’s transaxle range. Keen to forge a ‘family resemblance’ between its then available range of cars, however, the manufacturer introduced 928-style visible headlamps to the 968, retaining the 944’s pop-up functionality when activated.
The 944’s wide rear quarters also remained, but were joined by more integrated bumpers, smoother lines and gently curved wings. Neat touches included wing junctions reflecting those of the 993, as well as door handles and mirrors shared with the same 911 (they debuted on the 968 before the air-cooled car). There was a Fuba ‘bee sting’ aerial, plus subtle Porsche script between all-red rear light lenses. Model nomenclature was clearly displayed above them.
The 968 romped from rest to 62mph in 6.5 seconds thanks to an upgraded version of the 944’s four-cylinder sixteenvalve engine. Displacement was now 2,990cc with a power figure of 240bhp in a standard state of tune. New exhaust and induction kit ensured the more powerful engine could breathe easily, while updated engine management electronics and a dual-mass flywheel enhanced the basic package. Big news, though, concerned the introduction of Porsche’s new Variocam variable valve timing system (debuting on the 968, the VVT arrangement would become a feature — some would say a defining one — of the 993). Applied to the 968’s M44/43 powerplant, Variocam came on song between 1,500rpm and 5,500rpm, assisting the production of 225lb-ft torque at 4,100rpm. The last four-cylinder Porsche until 2016’s 718 Boxster, the 968 had both the power and the technology to match its streamlined appearance.
A new six-speed gearbox was a ratio up on the outgoing 944’s transmission. Those less than thrilled at the prospect of stirring a stick shift were offered the then three-year-old Tiptronic system as a cost option. Familiar equipment remained in the form of a chassis inherited from the 944 S2, one that could
trace its roots back to the 944 Turbo. Like the 951 (Porsche’s internal designator for the original 944 Turbo), the 968 included Brembo four-pot calipers, while extensive use of aluminium suspension components kept weight down to a reasonable 1,370kg.
HOME BASE
Production was moved from the 944’s home at Audi’s Neckarsulm plant to Porsche’s Zuffenhausen facility. Echoing the 944 family, both hard-top coupe and convertible versions of the 968 were available to buy. The open-roofed variant possessed a much sleeker look that the 944 Cabriolet. Perhaps surprisingly, performance wasn’t diminished when the later rag-top was compared to its coupebodied sibling — those brave enough to have their toupees ruffled would reach 62mph from rest in the same 6.5 seconds as those safely ensconced in the closed-roof 968! The interior of both cars was almost ‘identikit’ 944, but no matter. All the essentials were present and correct.
The first 968 hit UK shores in May 1992. If anyone dared dismiss Porsche’s new offering as a ‘has been’ due to its familiar appearance, they were very much mistaken. Autocar declared the 968 as “the world’s best-handling car.” Car added its voice to the debate, saying “there has never been a better balanced front-engined, rear-drive car than the 944 Turbo, yet the 968 is just as good. Fast, sure-footed and manoeuvrable, it’s thoroughly entertaining on winding roads.” The deal was sealed. Porsche had done what seemed like the impossible: it had developed the 944 (the most successful model in the Stuttgart car maker’s back catalogue up until the arrival of the Boxster) into a model that was even more admired by the press.
While there was little to be found waiting with the standard 968, an appetite for a more focused version of the Stuttgart-badged newcomer resulted in the lightweight 968 Club Sport in 1992. Borrowing its name from more extreme earlier Porsche models, the new ‘CS’ offered a purer driving experience through the dismissal of the 968’s standard luxury equipment, including heavy sound deadening material. In the January issue of 911 & Porsche World, we listed the 968 Club Sport as one of 2021’s best buys. Lightweight construction, impressive speed and excellent handling make this three-litre, front-engined, water-cooled modern classic one to watch out for now more than ever — prices are set to rise beyond the £25k to £30k you’ll currently need to budget for a ‘CS’, not least in recognition of increased attention about to be unleashed in recognition of the 968’s thirtieth birthday.
“The Club Sport is a solid car. Buyers shouldn’t be put off by high mileage,” stresses Greig Daly at RPM Technik. “Despite the fact few people outside Porsche circles know about the 968,
A CLUB SPORT IN ALL BUT NAME, THE 968 SPORT WAS ASSEMBLED ON THE SAME PRODUCTION LINE, BUT WITH MANY DELETED FEATURES REINSTATED
there’s much to be said for the fact collectors always seem to have a 968 Club Sport in their portfolio of Porsches. The build quality of these cars is extremely good and the Club Sport is one of the best handling cars of the 1990s. Many surviving examples have led hard lives on the track, but they’re robust sports cars and, if you buy sensibly, you’ll be on the receiving end of a hugely enjoyable and extremely capable Porsche at a very reasonable price.”
If the cost of getting behind the wheel of a 968 Club Sport seems too good to be true, then you’d be forgiven for thinking spending half to see your name on the logbook of a near identical car is the stuff of fantasy. It’s not. You see, having a stripped-out, track-friendly, motorsport-inspired Porsche is all well and good, and though we’re huge fans of how practical the manufacturer’s transaxle family of cars is, the state of Britain’s roads is, for many drivers, simply too unforgiving to be driving an aggressive sports car. Indeed, anyone who has had the pleasure of travelling across mainland Europe in their Porsche can attest to just how far behind our continental cousins the UK is when it comes to road surface maintenance.
SPORTING LIFE
If you’re put off the idea of buying a 968 Club Sport for fear of a harsh ride, or if your budget simply won’t stretch to the sums these cars currently command, then you should turn your attention to the 968 Sport, a Uk-only variant of the Club Sport offered in 1994 and 1995. A Club Sport in all but name, the Sport was assembled on the same production line, but comes with many of the Club Sport’s deleted features reinstated, including electric everything and clothtrimmed Comfort seats in place of colour-coded, hard-shelled, race-ready Recaro buckets. Porsche considered the Club Sport badge to be a marque of performance prestige, as per the Carrera 3.2 Club Sport, and priced the 968 Sport at £29,975, a full £5,500 less than the Club Sport, a move totally at odds with modern Porsche pricing structure, where less usually costs more.
Such was the appeal of a more refined Club Sport (though, it must be noted, there were no mechanical differences between models), the comparatively luxury-laden 968 Sport outsold the range-topper by a significant margin. Sitting between the standard 968 and the Club Sport, the Sport offers the best of both worlds and, with prices hovering around the £15k mark, represents one of the Porsche scene’s best buys. “You could buy a 968 Sport, fit bucket seats and, if the example you’re in charge of wasn’t optioned with the factory M030 uprated suspension package, add beefier dampers and you’ve got a Club Sport for a fraction of the price!” laughs Greig.
Andy Wexham at RSR Developments agrees. “The 968 Sport is an absolute bargain. The problem you’ll have is finding one. Few come up for sale, partly because of low volume production, but also due to owners being reluctant to part with their cars. Needless to say, if you do get the opportunity to own a 968 Sport, then you shouldn’t hesitate. The 968 range’s three-litre Variocamequipped engine is excellent and will cover huge mileage before needing attention, while the Sport and Club Sport offer a more focused driving experience. Even in the latter’s ‘race car for the road’ trim, the 968 is more of a tourer than the same-age 911. The 968 Sport gives you just the right balance of practicality and performance, allowing you to take it easy during leisurely cruises or pin it on challenging backroads.”