Porsche’s 968 isn’t as coveted as the
911, but it’s still a very desirable sports car
A 240bhp 3.0 liter engine, 150mph - plus
top speed, 0 - 62mph in 6.1sec, sensational brakes and a Porsche badge on the
bonnet. What could be more desirable? A911, evidently. There’s a peculiar
snobbery about the 924/944/968 series of cars, the latter being the model to
which those numbers above refer. Everyone else’s loss, however, is your
potential gain.
The 968 was introduced in 1991 as a
replacement for the 944, and it was a significant overhaul of its predecessor.
In Autocar’s initial test, the 968 won praise for an uncharacteristically low
entry price, but the biggest revelation was in its dynamics; this was a car of
rare poise and precision. That’s something Ollie Preston, technical director at
RPM Independent Porsche Specialists (01296 661113), agrees with. He describes
the car as “beautifully balanced” but concedes that, by today’s standards,
“it’s not the quickest out there". Even so, the 968 is still a usefully
rapid sports car.
The 968 is a 2+2 with a long (if flat) load
space under its large glass hatchback. The ‘+2’ had better be small, too, as
the rear seats are tight. It’s a useable car, though, Preston calling the 968 a
“good daily driver”. Because it came at the end of the 924/944 product cycle,
Porsche had largely ironed out any faults, and while it isn’t bombproof, it
should represent a largely hassle-free ownership experience.
The
968’s handling is balanced, poised and accessible
The 3.0-liter engine came with VarioCam,
but the chain running the cams is prone to snapping. It’s not a service item
but Preston recommends it’s replaced every second belt change, and if there’s
not a recent receipt for it being done on a car you buy, get it done as a
precaution. There’s no warning to it breaking, and if it does, the result is an
expensive bill for an engine rebuild.
The 968 was joined later in 1992 by the
Club Sport. There were no engine changes, but Porsche removed weight by binning
the rear seats, electric windows, sound deadening, stereo and rear wiper, and
added lightweight Recaro seats, optional decals and 17-inch Cup alloys, which
were optionally color coded. The savings dropped the kerb weight by around
50kg.
The suspension was dropped front and rear
by 20mm, and Porsche also offered the M030 option, which incorporated further
stiffer springs, adjustable dampers, stiffer anti-roll bars and cross-drilled
brakes. A limited-slip differential was also an option, with few cars coming
from the factory with these specified. Preston sees a few cars with them
retro-fitted, as a lot of Club Sports are bought and used by people as
track-day cars. Oddly, for a Porsche lightweight, the $45,000 Club Sport
retailed at less than the standard car. Unsurprisingly, Club Sports are the
most coveted cars today and command a sizeable premium over other models.
The
960’s 3.0-liter four-pot makes 240bhp
Porsche introduced the Sport model in 1994,
putting back most of the kit taken from the Club Sport but retaining the
suspension changes. Other models include the convertible, which was based on
the standard car but lost the rear seats and gained an electrically operated cloth
hood. A sizeable number of Cabrios were optioned with Porsche’s four-speed
Tiptronic auto, which was also offered on the coupe. A 305bhp Turbo S model was
also created but only 16 were ever built, while four Turbo RS models were built
by Porsche’s racing department. All the turbo cars are left-hand drive and
highly collectable.
The starting price for 968 ownership today
is around $10,500. Cabrios don’t see the usual premium you’d expect over
coupes, given the enthusiast nature of the 968’s audience. Around $18,000
should get you into one of the 179 Club Sports built in right-hand drive.
Lightweight, limited-run Porsches don’t come cheaper, unless you’re prepared to
put up with a left-hooker, from which there are significantly more to choose.
Autocar awarded the Club Sport its Best Driver’s Car title in 1993 and 1994,
underlining just how good it was. It remains so. Even the standard 968
represents something of a performance bargain, which makes more sense than a
911 on many fronts - not least price.
It
isn’t rabidly fast, but it’s quick enough
Wheels, tires and bodywork
At $1,995 for a rear bumper and $1,155 for
a new front one, check they’re in good condition. The trim strips around the
lower bodywork can shrink. They're cheap - around $90 - but are fiddly to fix.
Brakes
The 968’s aluminum Brembo calipers corrode
where they meet the stainless steel plate of the pads. It’s a common problem.
The calipers need stripping to repair and generally need overhauling every 10
years.
Chassis
Bottom ball joints on the lower front arms
wear, and the aluminum part costs $600 a side in parts alone. Many are still on
their original bushes and dampers and are worth replacing. Doing so will
transform the ride and handling.
