1992 Porsche 968

The four-cylinder, front-engined, rear-wheel-drive Porsche range had begun with the 924 and culminated with the 968. The 924 had arrived in November of 1975 and utilized many Volkswagen and Audi components. The 2.0-liter, four-cylinder, overhead-camshaft engine being a development of the Audi 100's and the four-speed transaxle transmission a Volkswagen unit. The Porsche 924 took time to gain recognition, as loyal Porsche enthusiasts were reluctant to accept a Porsche with the engine ahead of the driver. They were eventually won over by the performance, balance, and handling, especially with the introduction of the beefed-up 944 range. The 944 arrived six years after the 924 and was constructed along similar lines and styling to its 924 progenitor. Beneath the wider bodywork was a 2.5-liter, overhead-camshaft 'four' (essentially half of the 928's engine bored out). Twin balancer shafts were used to minimize the vibration often encountered in such units. The 924-type running gear was modified to cope with the 944's superior performance, including the rear transaxle which was upgraded to a five-speed unit.

The Porsche 968 was introduced near the close of 1991 as a replacement for the 944. During its development, Porsche initially referred to the new car as the 944 S3, but after roughly 80 percent of the mechanicals were replaced, improved, or significantly developed, Porsche felt it more fitting to give the car its own model designation. The exterior styling was a major evolution of the 944 and borrowed elements from the soon-to-be-released Type 993 911. Using styling cues blended from other Porsches, the prior covered pop-up headlamps of the 924/944 were replaced with uncovered ones like the 928. It received more rounded body curves in-line with other models in the range, along with a smoother tail. It retained the simple engineering format of the smaller engine cars while avoiding the expense and complexity of the V8 series. The 968 was offered in either a coupe or convertible and was produced through the 1995 model year.

The straight four-cylinder, 3.0-liter, 16-valve injected engine displaced 3.0-liters and produced 236 horsepower and 225 foot-pounds of torque. It used VarioCam technology, the first system to provide continuous valve adjustment, and a six-speed manual gearbox, a pleasant improvement over the previous five-speed. Zero-to-sixty mph was accomplished in 6.1 seconds and had a top speed of 157 mph.

Special stripped-out Club Sport and racetrack-ready Turbo S versions were offered to enthusiasts seeking enhanced on-track performance. The lightweight Club Sport was devoid of many of the 968's 'luxury' equipment including sound-deadening insulation, and the window lifts were hand-operated. They could, however, be ordered with optional air conditioning, an audio system, and a sunroof. The rear seats were deleted, the fronts replaced with lightweight Recaro competition seats, and a non-airbag steering wheel fitted. There were a smaller battery and a less complex wiring loom. Approximately 100kg of weight was reduced when compared to the standard 968. The running gear was significantly improved with revised suspension, lower ride height, and wider 17-inch wheels with wider tires. In 1993, the UK's Performance Car magazine voted the Porsche 968 Club Sport as its 'Performance Car of the Year.'

Production of the 968 began in September 1991 and would continue until October 1994. After its four-year run, only 2,234 coupes were built, and just over a third of total production was soft tops. A total of 4,665 units (all body styles) were imported into the United States and Canada.

The 968 was the final front-engined Porsche model of the twentieth century. Despite its increases in performance, styling changes, and improved specifications, the 968 had the misfortune of arriving during a recession, and sales reflected the poor economic conditions.

by Daniel Vaughan | May 2020