Porsche 968 (1991 – 1995), 4-cylinder pedigree, from €17,000

Succédant à la 944 S2 en 1991, la Porsche 968 abandonne les projecteurs escamotables au profit d

What are collectibles?

These are cars of special interest, so they deserve to be preserved. It’s not necessarily old, but it does exist in some quantity, either because the manufacturer decided to, or because it was discontinued. They then benefit from the features that make them particularly desirable: engine, chassis, design or concept. Ultimately, it’s likely that their rating will increase. An additional argument to collect them before everyone else!

Why is the Porsche 968 being collected?

In the late 80s, we had many projects at Porsche, but we didn’t have the necessary funds to implement them, especially after the world economic crisis in 1989, which damaged the sports car market. . And this is very annoying, because the Zuffenhausen range is outdated.

So we have no choice but to improve the existing one. Starting with the 944 derived from the 1975 924. Launched in 1981, it has already been upgraded several times, leading to the 944 S2 in 1989. deeply modernized.

Despite the new front end, the Porsche 968 retains the 944’s CD: 0.34.

In fact, all things considered, the roll trains use aluminum, while the brakes accept Brembo calipers at the four corners, as well as all the mechanics. Under the hood, the 4-cylinder, originally a split-in-half 928 V8, grows to 3.0 liters, a very high displacement for this type of engine. It adopts a variable combination of Variocam distribution, dynamic intake and new electronic control. If it remains atmospheric, it still develops 240 horsepower.

In addition, it was connected to 6 boxes, which was a rarity at the time. Even better, Tiptronic automatic is offered as an option, then very modern. Finally, the bodywork was largely redesigned in the style of the 928 by 924 designer Harm Lagaay. Finally, the 968 will share only 17% of its parts with the 944, which Porsche has decided to adopt. new name. The 968 was presented at the Frankfurt Motor Show in late 1991. While we’re happy that the new Porsche is coming, we’re also sad that it’s not 100% new, especially since the interior remains almost identical to the 944 S2.

Launched shortly after the coupe, the 968 cabriolet is less glamorous and benefits from an electric soft top as standard.
Launched shortly after the coupe, the 968 cabriolet is less glamorous and benefits from an electric soft top as standard.

In 1992, it was offered in France for F364,000, or €83,000 today, as a coupé and as a convertible for F409,000. Therefore, even with dual airbags, ABS, electric windows and mirrors, as well as alloy wheels as standard, it is very expensive. However, leather and conditioner remain at an additional cost. The repatriation of production from Ingolstadt (at Audi) to Zuffenhausen, the (poorly organized) Porsche factory, of course increased the cost. As a result, sales do not reach the expected level.

The rear of the 968 has also been reworked, unfortunately leading to re-plastering.
The rear of the 968 has also been reworked, unfortunately leading to re-plastering.

In 1993, minor changes were made to the 968 (optional heated seats, reinforced brakes) and, above all, a radicalized version appeared – Clubsport. If the engine remains at 240 hp, the car benefits from a reduction (- 50 kg). Gone are the soundproofing, rear seat and power windows, while Recaro bucket seats replace the original seats.

Like the 924 and 944, the 968 benefits from almost equal weight distribution between front (51%) and rear (49%), thanks to its rear-mounted box.
Like the 924 and 944, the 968 benefits from almost equal weight distribution between front (51%) and rear (49%), thanks to its rear-mounted box.

The suspension is beefed up, the body is lowered by 20 mm and the wheels are stretched to 17 inches. Surprisingly, the CS is cheaper than the base 968: F 297,000 in 1993 vs F 364,000. A very exclusive Turbo S available by special order is even offered.

In 1993, the 968 Clubsport wanted to be radical, but if the weight was reduced by 50 kg, the power stopped at 240 hp.
In 1993, the 968 Clubsport wanted to be radical, but if the weight was reduced by 50 kg, the power stopped at 240 hp.

Equipped with adjustable aerodynamic elements, large brakes and 18 wheels, the 305 hp transmission is actually used to homologate the racing version. Expensive: 613,626 F for the Turbo S and 800,000 F for the RS competition version. A total of 968 will be produced, 6,465 of the coupe, 4,374 of the convertible, 1,923 of the ClubSport, 14 of the Turbo S and 4 of the RS.

The 968's profile is very balanced, but by 1991 it was seriously starting to age!
The 968’s profile is very balanced, but by 1991 it was seriously starting to age!

How much does this cost?

In good condition, a 968 can be found for €17,000, but with over 200,000 km. Count on €24,000 at around 150,000 km, while cars with less than 100,000 km already cost €30,000. Add €2,000 for the cabriolet, expect at least €30,000 for the Clubsport. Clear tracking and completely original models can cost significantly more. As for the Turbo S/RS… They sell for over €700,000 when they go on sale!

The 968 coupe has additional small rear seats that can be used.  Always practical!
The 968 coupe has additional small rear seats that can be used. Always practical!

Which version should you choose?

A 968 coupe in good condition would make a perfect ‘collector’ or dynamic use, especially with a manual gearbox. A Tiptronic convertible is recommended for touring.

Only 14 copies of the monstrous 968 Turbo S were produced in 1993.  A very rare and expensive collector's item!
Only 14 copies of the monstrous 968 Turbo S were produced in 1993. A very rare and expensive collector’s item!

Collector’s editions

In excellent original condition and above all with low mileage, prices for 968s literally fly. But not to mention the Turbo S/RS, the Clubsport is the most sought after.

The 968's 3.0L 4 cylinder is very solid, but timing belt replacements are expensive.
The 968’s 3.0L 4 cylinder is very solid, but timing belt replacements are expensive.

What to watch?

968 passes 200,000 km without an accident, but it requires serious maintenance. The engine oil is changed every 10,000 km, and the timing belt before 60,000 km. An expensive operation, as it also requires replacing the belt that drives the balance shafts.

The Motronic engine control unit can be damaged, as can the power steering pump, and the rear brake calipers are prone to seizing, but the rest of the car ages fairly well. The dashboard is not prone to cracking as quickly as 924/944 and the body resists corrosion quite well, which shows in the end. Be sure to buy a car in very good condition, as some parts are difficult to find.

The behavior of the Porsche 968 impresses with its great efficiency and its engine is more pleasant than imagined.
The behavior of the Porsche 968 impresses with its great efficiency and its engine is more pleasant than imagined.

Driving

The 968 lacks the charisma of the 911, but has gained a certain charm with age. On the plane, we have high-quality finishing, very suitable, negative position steering wheel, not adjustable and very low, like 944. But the seat holds well. Above all, the gearbox control, soft and precise, was deceived by its approval. The engine is very agile and, despite the large displacement, is particularly lively at high revs. In short, a great block, powerful and unusual while sounding not so unpleasant. That said, the reminders at 6 aren’t very strong.

Two nice front seats for the 968 complete the practical but dated dashboard even in 1991.  Leather was optional.
Two nice front seats for the 968 complete the practical but dated dashboard even in 1991. Leather was optional.

No matter, this report is essentially on the highway where the 968 looks comfortable because it’s properly soundproofed and holds its course well (better than a 911!). Turn? It’s even more attractive there. Perfectly balanced, it swings between weights with great ease, being very precise. More confident than a 911 at the limit, it exudes holy efficiency enhanced by very persistent braking as well as consistent and communicative steering. The cushioning is firm, helping to limit rolling without greatly reducing comfort. What homogeneity! Even in a 30-year-old car, it’s rare to enjoy modern features. As for usage, it’s reasonably around 10 l/100 km.

Alternative for New Time*

Porsche Cayman 987 (2005 – 2012)

Appearing in 2005, the Porsche Cayman 987 ticks all the boxes to please purists: mid-engine, straight six...
Appearing in 2005, the Porsche Cayman 987 ticks all the boxes to please purists: mid-engine, straight six…

Derived from the Boxster, the Cayman is the first small Porsche coupe since the 968. Unlike the latter, it benefits from a centrally positioned straight-six that, according to purists, is in keeping with Porsche’s DNA. First offered with 2.7 l (240 hp) and 3.2 l (280 hp), increased in power since 2006 (2.7 l/245 hp, 3.4 l/295 hp) . Highly regarded for its superb handling and high-performance yet melodic engines, the Cayman evolved in late 2009 to adopt direct injection and a PDK dual-clutch gearbox. Winning again in horsepower (255 hp and 310 hp), it also advances in terms of reliability and sports a slight restyling. The Cayman 987 was replaced in 2012 by the all-new 981. From 20,000 euros.

Porsche 968 (1992), technical sheet

Engine: 4 cylinder, 2990 cc

Power supply: electronic injection

Suspension: McPherson struts, coil springs, anti-roll bar (AV); curved arms, torsion bars, anti-skid (AR)

Transmission: 6-speed manual or 4-speed automatic, rear-wheel drive

Power: 240 hp at 6200 rpm

Torque: 305 Nm at 4100 rpm

Weight: 1,370 kg

Maximum speed: 252 km/h (manufacturer data)

0 – 100 km/h: 6.5 s (manufacturer data)

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