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

What are collectibles?

These are cars of particular interest, so deserve to be preserved. It doesn’t have to be old, however they are in a fixed number, because the manufacturer decided it, or because their production has stopped. Then, they take advantage of the features that make them more desirable: an engine, a chassis, a design, or a concept. Ultimately, they will likely see their rating increase. An additional argument to collect them in front of everyone!

Why is the Porsche 968 collectible?

We had many projects going on, at Porsche, at the end of the 80s. But not necessarily the funds needed to carry them out, especially since a world economic crisis erupted in 1989, damaging the market of sports car. . And this is very annoying, because the Zuffenhausen range is old.

So we have no choice but to improve on what exists. Starting with the one derived from the 924 in 1975, the 944. Launched in 1981, it has changed several times, leading to the 944 S2 in 1989. When it is unveiled, we start on the floor of an S3 , very modernized.

Despite the new front end, the Porsche 968 maintains a Cd of 944:0.34.

In fact, everything is checked, the rolling trains, using aluminum, while the brakes adopt Brembo calipers at the four corners, but also and above all the mechanics. Under the hood, the 4-cylinder, originally a 928 V8 cut in half, increased to 3.0 l, a very high displacement for this type of engine. It adopts a variable wedging of the Variocam distribution, a dynamic admission and a new electronic management. If it remains atmospheric, it still develops 240 hp.

In addition, he was harnessed to a 6 box, something unusual at the time. Better yet, an automatic Tiptronic, then very modern, is offered as an option. Finally, the body was largely redesigned in the style of the 928 by Harm Lagaay, author of the 924. Finally, the 968 would share only 17% of its parts with the 944, which Porsche leaders decided to adopt. new name. The 968 was presented at the end of 1991, at the Frankfurt Motor Show. If we are happy to see a new Porsche arrive, we are also sorry that it is not 100% new, especially since the interior remains the same as the 944 S2.

Launched shortly after the coupé, the 968 convertible lacks appeal and benefits from an electric soft top as standard.
Launched shortly after the coupé, the 968 convertible lacks appeal and benefits from an electric soft top as standard.

In 1992, it was offered in France for 364,000 F, ie 83,000 € today, as a coupe and 409,000 F as a convertible. So it is very expensive, even though it has dual airbags, ABS, electric windows and mirrors as well as standard alloy wheels. But leather and air conditioning remain at an additional cost. The fact that the production was moved back from Ingolstadt (of Audi) to Zuffenhausen, the Porsche factory (less organized), actually increased the cost price. As a result, sales do not reach, far from it, the expected level.

The rear of the 968, which was also redesigned, unfortunately evoked a replastering.
The rear of the 968, which was also redesigned, unfortunately evoked a replastering.

In 1993, minor changes were made to the 968 (optional heated seats, reinforced brakes), and above all, a radicalized version appeared, the Clubsport. If the engine remains at 240 hp, the car will benefit from a reduction (- 50 kg). Soundproofing, rear seats and electric windows disappear, while Recaro bucket seats replace the first seats.

Thanks to the box located at the rear, like the 924 and 944, the 968 benefits from an almost equal weight distribution between the front (51%) and the rear (49%).
Thanks to the box located at the rear, like the 924 and 944, the 968 benefits from an almost equal weight distribution between the front (51%) and the rear (49%).

The suspension is strengthened, the body is lowered by 20 mm and the rims go to 17 inches. Surprisingly, the CS was less expensive than the standard 968: 297,000 F in 1993, against 364,000 F. An exclusive Turbo S, available by special order, was even offered.

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

The transmission of 305 hp, which equips itself with adjustable aerodynamic elements, large brakes and 18 rims, is actually used to homologate the racing version. The price is excessive: 613,626 F for the Turbo S and 800,000 F for the RS competition version. In total, the 968 will be produced in 6,465 units of the coupé, 4,374 of the convertible, 1,923 of the ClubSport, 14 of the Turbo S and 4 of the RS.

The profile of the 968 is very balanced, but in 1991 it started to age seriously!
The profile of the 968 is very balanced, but in 1991 it started to age seriously!

How much does it cost?

In good condition, the 968 can be found for € 17,000, but with more than 200,000 km. Around 150,000 km, count instead 24,000 €, while cars with less than 100,000 km already cost 30,000 €. Add €2,000 for a convertible, expect €30,000 at least for a Clubsport. Models with clear traces and completely original can be more expensive. As for the Turbo S/RS… They will cost more than €700,000 when sold!

The 968 coupé has small rear seats available as a spare.  Always practical!
The 968 coupé has small rear seats available as a spare. Always practical!

Which version to choose?

A 968 coupé, in good condition, would be perfectly fine for “collecting” or dynamic use, especially with a manual gearbox. For walking, a Tiptronic convertible is recommended.

Only 14 copies of the awesome 968 Turbo S were made in 1993. A rare and overpriced collector's item!
Only 14 copies of the awesome 968 Turbo S were made in 1993. A rare and overpriced collector’s item!

Collector’s versions

Prices for 968s in perfect original condition and above all with low mileage have literally gone up. But without even mentioning the Turbo S/RS, the Clubsport is the most sought after.

The 968's 3.0-liter 4-cylinder is very solid, but the timing belt is expensive to replace.
The 968’s 3.0-liter 4-cylinder is very solid, but the timing belt is expensive to replace.

What to monitor?

A 968 will pass 200,000 km without incident, but it needs strict maintenance. Change the engine oil every 10,000 km maximum, and change the timing belt before 60,000 km. An expensive operation because it requires changing the belt that drives the balance shafts at the same time.

The Motronic engine management unit can experience damage, as can the power steering pump, while the rear brake calipers tend to seize, but the rest of the car is aging. The dashboard is not likely to crack as easily as the 924/944, and the bodywork resists corrosion very well, which eventually shows. Be sure to buy a car in excellent condition because some parts can be hard to find.

The character of the Porsche 968 attracts its great efficiency and its engine is more beautiful than one can imagine.
The character of the Porsche 968 attracts its great efficiency and its engine is more beautiful than one can imagine.

DRIVE

The 968 lacks the charisma of the 911, but with age it acquires a certain charm. On board, we appreciate the quality of the finish, very suitable, minus the position of the steering wheel, not adjustable and very low, like the 944. But the seat holds well. Above all, from the beginning, the control of the gearbox, soft and precise, attracted its approval. The engine has become very flexible, and contrary to what its large displacement is afraid of, especially alive at high revs. In short, an excellent block, powerful and nasty while sounding in a not-so-obnoxious way. That being said, on the 6th, the reminders are not so strong.

Two nice front seats for the 968 complement a practical but dated dashboard, even in 1991. Leather is optional.
Two nice front seats for the 968 complement a practical but dated dashboard, even in 1991. Leather is optional.

No big deal, this report is important on the motorway, where the 968 seems easy, because it is well soundproofed and it grips well (much better than a 911!). turned around? He was even more attractive there. Perfectly balanced, it rotates between weighted bearings with ease, while being very precise. More reassuring than a 911 at the limit, it reveals a sacred efficiency, reinforced by a long-lasting braking as well as a consistent and communicative direction. The damping, strong, contributes to limiting the rolling without harming the comfort too much. What homogeneity! It’s rare to even enjoy such modern qualities in a 30-year-old car. As for the consumption, it is reasonable about 10 l/100 km.

The new age alternative*

Porsche Cayman 987 (2005 – 2012)

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

Derived from the Boxster, the Cayman is the first small Porsche coupe after the 968. Unlike the latter, it benefits from a flat-six, which corresponds to the DNA of Porsche according to purists, and is placed in a central that position. First offered in 2.7 l (240 hp) and 3.2 l (280 hp), it gained power from 2006 (2.7 l/245 hp, 3.4 l/295 hp). Highly appreciated for its exceptional handling and high performance but also melodious engines, the Cayman evolved at the end of 2009, adopting direct injection and the PDK dual-clutch gearbox. Winning again the cavalry (255 hp and 310 hp), it also improves in terms of reliability and sports a little restyling. The Cayman 987 was replaced by the new 981 in 2012. From €20,000.

Porsche 968 (1992), the technical sheet

Engine: 4-cylinder in line, 2990 cc

Power supply: electronic injection

Suspension: McPherson struts, coil spring, anti-roll bar (AV); oblique arms, torsion bar, anti-roll (AR)

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

Power: 240 hp at 6,200 rpm

Torque: 305 Nm at 4,100 rpm

Weight: 1,370 kg

Top speed: 252 km/h (manufacturer’s data)

0 to 100 km/h: 6.5 s (factory data)

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