UNDER THE RADAR
Beginning life as a final development of the 944, the 968 forged a path of its own following extensive redevelopment work beyond Porsche’s original brief…
Chris Pollitt, data digger and editorial chief at Europe’s largest, busiest and most successful classic car sales and auction website, Car & Classic, gasps in surprise. “The information you requested regarding 968 sales trends was much quicker to collate than I anticipated,” he says, acknowledging busy activity and heightened interest in the three-litre, front-engined, water-cooled Stuttgart sports machine in recent times. “Our data, which stretches back more than twelve years, underlines how 968 prices are firmly on the rise. Along with the 924 and 944, the transition of these cars from being ‘the great unloved’ and the obvious entry point into affordable Porsche ownership, to their current status as highly regarded appreciating classics, has seen looked-after examples finally get the recognition they deserve. This is reflected in current purchase prices — the average cost across all 968s sold through Car & Classic is now between £18,000 and £22,000. There are few data points to refer to for specific models within the 968 line-up, but in the past five years in particular, we can see clear upward trajectory for the Club Sport, which is now breaking through the £40,000 barrier.”
On the whole, the 944, he tells us, is heading in the same direction. “There isn’t a shortage of examples to choose from, but finding a 944 in excellent overall condition is an increasingly tough task. As practical Porsches strongly supported by the aftermarket, both the 968 and 944 are sports cars you can use every day, which massively increases the appeal of ownership, but as our data clearly demonstrates, the opportunity to bag a nice one at low cost is quickly slipping away. The same is true of the 924 — we are seeing far fewer cars advertised below £3,000 than ever before. Turbos and even low-mileage S-badged 924s are nudging into the mid£20,000 region and, as the 968 and 944 become increasingly out of reach for the transaxle range’s traditional owner base, the 924’s appeal is set to rise further.”
The 968 was the final evolution of Porsche’s hugely popular four-cylinder, rear-drive, water-cooled, front-engined model line, which started in the late 1970s with the arrival of the 924. Within a few short years, its intended replacement, the 944, was enjoying success as blistering as its sills, but the earlier Porsche refused to bow out quietly, continuing production as a means of maintaining the company’s all-important entry-level offering until discontinuation in 1988, at which point the entire transaxle line-up was given a shot in the arm, best demonstrated with the launch of the 944 S2 in time for the 1989 model year. Powered by a near 210bhp, three-litre, sixteen-valve
MODESTLY PRICED SPORTS CARS FROM JAPANESE MANUFACTURERS WERE EATING INTO A SECTOR PREVIOUSLY DOMINATED BY EUROPEAN BRANDS
development of the M44 inline-four, not only did the S2 carry the largest production four-pot engine of its time, it wore swish body styling previously reserved only for the 944 Turbo.
SHORT SUPPLY
As opposed to demonstrating the enduring popularity of the 944, this ‘facelift’ (rather than wholesale redevelopment of an aging product) highlighted just how bad Porsche’s finances were at the time. Modestly priced sports cars from Japanese manufacturers were eating into a sector previously dominated by luxury European brands, with the pinch to Porsche’s coffers being felt hard in the USA, then the Stuttgart concern’s biggest sales territory. Many of the problems Porsche faced stemmed from outdated manufacturing processes, antiquated assembly equipment and distinct models being constructed on entirely different production lines with few common parts. To their credit, factory bosses recognised the need for a more significant overhaul of the 944, as well as a fresh approach to the way Porsche went about building its products (hence the introduction of Toyota’s Just-in-time methodology
in readiness for the 986 Boxster and 996-generation 911), which is why, almost as soon as S2 production was underway, plans were drawn up for the S3, a last-of-its-kind 944 runout model.
During the S3’s design and development (which was intended to cut cost by utilising many carryover S2 parts and involved moving production from the 924 and 944’s home at the Audi plant in Neckarsulm to Porsche’s own factory in Zuffenhausen), however, Style Porsche boss, Harm Lagaaij, announced his team had either replaced or significantly redeveloped eighty percent of the 944’s key components. Such a small amount of the outgoing S2 was left, it was argued, the S3 nameplate was somewhat underselling his team’s work in attempting to fine-tune and revitalise what had been Porsche’s biggest-selling product. Unsurprisingly, the company’s board of directors saw a fresh marketing opportunity now it was in charge of what could legitimately be pitched to the public as a new model. Consequently, instead of launching the S3 as a last hurrah for the 944, Lagaaij’s new Porsche was given its very own three digits. The 968 was born.
Lagaaij had worked hard to create a Porsche product design language incorporating many common elements, thereby giving the manufacturer’s key offerings (chiefly the 964-generation 911, the 928 and, of course, the
968) a more modern, but also more coherent, appearance. Gone were the 944’s covered headlights, replaced by exposed lamps mirroring those of the 911 and 928, though retaining pop-up functionality. Perhaps to the 968’s detriment, 944 heritage was clear to see — the overall shape of the new model hardly changed from that of its predecessor, though smoother, more integrated polyurethane bumpers and ‘hockey stick’ side skirts exhibited softer lines at each end of the car. Other neat touches included revised wing junctions, as well as door handles and mirrors which found their way onto the later 993, itself sporting a front end sharing many common elements with the same-age Porsche product range.
The 968 also wore a Fuba ‘bee sting’ aerial, plus Porsche script embossed on a rear panel positioned between all-red rear light lenses, which replaced the Volkswagen-esque lamps in use from the first 924 all the way through to the end of 944 S2 production, though some territories were offered 968 light units with clear sections for the reverse lamps. Model nomenclature sat rear-topcentre. On paper, things looked good: Porsche’s new sports machine sprinted from a standing start to 62mph in just 6.5 seconds and boasted power output of almost 240bhp. A new exhaust and updated induction equipment delivered better breathing and a satisfying sound under load, while a revised Bosch Motronic engine management system and the smooth operation of a dualmass flywheel also enhanced the driving experience. The three-litre lump was overhauled and can lay claim to being the first Porsche engine to make use of Variocam, the manufacturer’s variable valve timing technology, which we’ve examined for your benefit in this very issue of 911 & Porsche World (flick to page 106 to find out what the system does, how it works and how it has evolved over the years). Applied to the 968’s beating heart before becoming an important ingredient in 911 production, in short, Variocam varied the timing of intake valves by adjusting the tension on the timing chain connecting the intake and exhaust camshafts, having the result of improved performance, fuel economy and, as was hugely important in the wake of mandatory fitment of catalytic converters, emissions.
The last new front-engined Porsche before the Cayenne was introduced in 2003, the 968 featured a six-speed manual gearbox, as well as the option of the then embryonic four-speed Tiptronic transmission in place of the 944’s sluggish three-speed automatic. Despite Lagaaij’s claims of nearly new everything, however, much familiar equipment remained. The interior, for instance, was pure 944 S2, as was the basic chassis, which could be traced all the way back to the introduction of the 944 Turbo, evidenced by 911-inherited Brembo four-pot calipers and extensive use of lightweight suspension components.
Cabriolet and coupe body styles were available from the off, but unlike the 944, the newer transaxle looked less ‘clumsy’ with its roof down, the result of a much sleeker profile and careful consideration of where stowed canvas would reside. Unusually, the benchmark sprint to 62mph was the same 6.5 seconds mentioned earlier, regardless of whether you were driving a tin-top or going al fresco. This pace contributed to the world’s motoring media praising the 968, with particular appreciation for its class-leading handling abilities, which outgunned those of the 944
Turbo, widely considered to be the best balanced, front-engined, rear-drive car on the market up until that point in time (applause earned thanks to a near 50:50 weight distribution achieved by positioning the engine up-front and shoving the transaxle assembly at the rear). Porsche was on to a winner, or so it thought. There was only one problem: despite its clear road-holding qualities, the 968 felt diluted by the trappings of refinement. If the model was going to be widely accepted as worthy of a place alongside the evergreen 911, a more poised, more aggressive, less luxuryladen variant was required, and fast. Enter the 968 Club Sport.
SAME BUT DIFFERENT
This now legendary track-focused transaxle didn’t feature any changes to its basic mechanical make-up (you can be the judge of whether this was confidence in the abilities of the standard 968’s three-litre inline-four, or simply a lack of cash to throw at further development work), but offered a ‘purer’ driving experience through the dismissal of luxury equipment, including hefty soundproofing material, dropping weight by almost 100kg to deliver a 968 fleeter of foot. The Club Sport’s colour palette was limited to more standout shades, while seventeen-inch Cup alloys were colour-coded to match the host vehicle’s body panels. Thanks to 20mm lowered suspension, 225-profile tyres tidily filled their enveloping wheel arches.
The theme continued inside the car: manual cranks replaced electric window mechanisms, lightweight fixed Recaro buckets with manual adjusters and bodycoloured backs took the place of power pews, while an airbag-free three-spoke steering wheel added a racier look. The same weight-saving regime saw the 968 coupe’s rear seats binned, as well as the appointment of a small battery and an ‘essentials only’ wiring loom. This hoon-tastic 968 couldn’t be more focused on its enhanced fast-road and track-friendly abilities, traits it announced in the form of special badges and, for the UK market, giant model-identifying body graphics down each side. The standard dash to 62mph from rest dropped by half a second. Top speed was registered at 157mph. An M220 option of limited-slip differential made sure all the Club Sport’s ponies galloped without falter, whatever the ribbon of asphalt they happened to be hammering along.
Just like the standard 968, the Club Sport attracted rave reviews when it was tested by the motoring media. Crowned with a Performance Car of the Year award by Performance Car, the only complaint seemed to be the fact Porsche’s new offering wasn’t available for all to enjoy — the lightweight Porsche was only offered in the UK, Australia, Europe and Japan. In a scenario impossible to consider happening in today’s world of new Porsche pricing, the Club Sport touched down in 1993 at £7,000 less than the stock 968 (targeting bank balances for £29,975 by 1994). As far as your purse was concerned, less certainly didn’t mean more.
Buoyed by the warm welcome received by the gym-fit 968, a 968 Sport model was sold exclusively in the UK from 1994 to 1995. Essentially a Club Sport with selected creature comforts reinstated, the £32,995 Sport was priced £5,500 less than a standard 968 and £3,000 less than the Club Sport. Equipment included central locking, specially trimmed cloth Comfort seats, electric windows and the return of rear bum huggers. The Sport’s lean-and-luxury personality proved popular, as demonstrated by the model outselling the standard 968 by almost seven to one. We talk about the Sport, our pick of the 968 bunch, extensively on page 52 of this issue of 911 & Porsche World, suffice to say, outside Porsche circles, many have never heard of the 968 Sport. In truth, few know about the 968 at all, emphasising how ‘under the radar’ it hovered, both when new and now. Put it this way, across its entire production run, and taking all model variants into account, 968 assembly totalled less than the number of S-badged 944s built between 1987 and 1988, which accounted for a tenth of all 944 sales!
TORQUE SHOW
Sport-focused 968s weren’t the ultimate incarnation of Porsche’s 1990s transaxle offering. This accolade is reserved for the 968 Turbo S. Limited to just sixteen units, the 305bhp quasi-racer looked similar to the Club Sport, but could be correctly identified by its NACA bonnet scoops, brutish front spoiler and adjustable rear wing. The car’s three-litre engine featured an eight-valve single overhead-cam top-end encouraging prodigious performance: the 968 Turbo S needed no more than 4.7 seconds to hit 62mph from a standing start, while top speed was 175mph (18mph up on the Club Sport). Monster torque of 370lb-ft ensured grunt wasn’t far off the in-development 996. Adding to the Turbo S’s legacy, a quartet of 968 Turbo RSS (see page 64) were built by Porsche’s Motorsport Research and Development division. Essentially a stripped Turbo S, the RS was conceived for Porsche’s customer racing teams and offered in two variants. First was a 337bhp car built to meet rules and regulations laid out by the German ADAC GT series. Ballast was added to bring the car up to a minimum weight of 1,350kg. Second was a 1,212kg ‘international’ spec race car making use of a KKK L41 turbocharger assisting with the development of 350bhp.
Each of the four Turbo RSS was painted a different colour (red, yellow, black, white) and are recognised the world over as the rarest 968s ever produced. Perceived demand, however, encouraged Australian-based engineering outfit, Fitzgerald Racing Services, to build four of its own RSthemed 968s using factory-sourced RS parts and Club Sport chassis. Each car was priced at more than AU$225,000 and came customised in accordance with the requirements of each well-heeled buyer.
The 968 proved Porsche’s transaxle line still had a decent amount of life left in it, but all things must pass, and along with discontinuation of the 928 GTS, production stopped in 1995 after 12,776 968s were built (8,402 coupes, 4,374 drop-tops). As outlined by Chris at the start of this article, the model’s low volume assembly means the 968 is, today, far more of an exclusive find than the 944 and, much like buried treasure, its riches will reward those lucky enough to find their name on a 968’s logbook. Best of all, used 968 purchase prices have remained sensible (even a mintcondition Club Sport will set you back no more than a ropey 911 SC), so get out there and secure a delicious slice of performance Porsche from the marque’s excellent front-engined, water-cooled family of sports cars. You won’t regret it.
IN A SCENARIO IMPOSSIBLE TO CONSIDER HAPPENING TODAY, THE CLUB SPORT TOUCHED DOWN AT £7,000 LESS THAN THE STOCK 968