Porsche 968 (1991-1995)

Premiere: September 12, 1991 IAA Frankfurt Motor Show press day

Silver Porsche 968 Coupe
© Porsche
MY1992 N MY1993 P MY1994 R MY1995 S
Street cars 968 Coupé 3.0 176 kW
968 Cabriolet 3.0 176 kW
968 CS 3.0 176 kW
968 Turbo S 3.0 224 kW
Racing car 968 Turbo RS 3.0 257 kW
MY1992 N MY1993 P MY1994 R MY1995 S
Seats and 17" wheels in 993-style

944 S3

The successor to the 944 S2 was called as the 944 S3. The very good looking and ergonomic interior was already near perfect, so there were no plans to change that. The plan was to revamp the exterior design - to update the front spoiler, but especially the rear end and rear lamps, which - although nice - had been there since the first 924 in 1975. Both the 944 S3 coupé and cabriolet were developed simultaneously and an interesting part on the way was the movable rear spoiler of the cabriolet. The spoiler was flush with the rear lid when retracted (like on the 1986 Ferrari-engined Lancia Thema 8.32). Cabriolet's rear spoiler didn't go further from the prototype stage, though. Or luckily. The idea of a hardtop for the cabriolet was considered throughout all the years of the new model development, but was finally dropped. In addition to the new looks, the S3 was to be made less polluting (and as a result, more fuel efficient). This meant the evolution of the 944 was based on the 3-litre 16V normally aspirated S2 engine and not on the more powerful 2.5-litre 8-valve 944 Turbo. In order to lower emissions and rise peak power, the variable valve timing system called VarioCam was developed. Porsche had patented the idea of valve lift adjustment and duration already in the end of 1950's, but Italian and Japanese manufacturers were the first to implement valve adjustment systems in series production. The Porsche's VarioCam was the first system to provide continuous valve adjustment.

In addition to the VarioCam, a 6-speed transmission was to be created to lower fuel consumption. Until then, the only Porsche to possess a 6-speed gearbox was the 959 supercar. Now it was the turn for the 944 S3. (But not for the 911!? Money was scarse at the time and the 911 received the 6-speed box only with the introduction of the 993-generation.)

The last news with the 944 S3 was that a new automatic gearbox would be introduced with the new engine. Remember, earlier only the basic 944 was available with the automatic gearbox - Turbo and S2 were never offered with an automatic. Implementing the new automatic for S3 was interesting for Porsche also because for 911 (964) they had invented the new automatic with manual shifting possibility. They called it Tiptronic and that would also go into the 944 S3. The 944 S3 prototypes were ready and testing in 1989. It looked like the S3 would be ready for production by 1990, until it was decided that the front-end will be rewamped completely, not just the front spoiler. Deleting the 924/944 style hidden headlamps meant this wasn't the 944 anymore. It was decided to rename the 944 S3 to 968. The 968's smooth front and rear end design meant it needed new aerodynamic mirrors and door handles aswell, which it got. Now it looked like the interior should also be redesigned. A sparing fix were the new door cards. The 968 was introduced in September 1991 at the Frankfurt Motor Show as a 1992 model.

968

To sum up the exterior design work done on the evolution of the 944, here's what the 968 got:

  • Front spoiler design similar to the 928 S4
  • Front lid design similar to the 911 (though, without the 911-typical cockpit vent channel)
  • Really beautiful unique front fender design
  • Pop-up headlights similar in their solution to the 928
  • Mirror design from the 911 964 Turbo
  • Unique door handles
  • Side sills similar to the 911 964
  • Slightly new shape of the rear quarter windows and rear wings
  • Completely new rear end. Similarly to the 928, the rear lamps were mounted into the rear bumper lining. The very modern tail lamps were fully red (except on cars for Japan where technical rules demanded clear lenses for reverse lamps).
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Blue Porsche 968, front view
© Porsche

In the eighties the 944 had passed the 911 Carrera in development. The 944 Turbo with 184 kW engine was superior in power and handling compared to the G-model 911 Carrera. The next generation 911 (964) got a new bigger engine that was equally powerful to the 944 Turbo. With the introduction of the less powerful 968, the entry level Porsche was sent back home - the 968 was now the least powerful Porsche in production.

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Porsche 968 front view
Looks serious business, but 6.5 seconds to 100 km (62 mph) is not that special after the 944 Turbo © James Herne

Like the 924 and the 944, the 968 has ideal weight distribution thanks to its front engine and rear-mounted transmission. Ideal weight distribution means the car handles predictably in the high speed situations where the rear tyres loose traction. When driving a 968 compared to the 944 S2, the S2 seems to have more low-end torque, which means it is a bit better to drive in the city, while the 968 has a bit more high rpm power. The new precisely shifting 6-speed Porsche gearbox replaced the Porsche-modified 5-speed Audi unit of the 944. The Tiptronic is two gears short and 1.4 seconds slower in sprint to 60 mph or 100 km/h. The Tiptronic ads 30 kg/66 lb to the car. And the Cabriolet version ads 70 kg/154 lb compared with the coupé (open body has reinforcements in the floor).

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Porsche 968 tiptronic logo
The Tiptronic logo was used only in the sales brochures, never on the car© Porsche

The proof that the 968 was a 944 S3 until the last moment before the production started is for example the fact that the exhaust is stamped "944 S III". As the change for the model name to 968 came late, the ordering code for the first (1992) model year was 944 XXX (the last three number combination was dependent on the market, body style, transmission, left/right-hand-drive etc.). You can find the ordering code on the VIN and option code sticker (placed in the trunk and service book).

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1992 Porsche 968 VIN and option code label/sticker
1992 model year 968 VIN and option code label/sticker shows the ordering code of the German version manual gearbox 968 coupé was 944 044 © James Herne

The spare part codes of the 968 also start with 944. The strangest 968 spare part to order is the rear panel '968'-logo as it, too, has the 944 ordering code (944.559.220.03.70C)! Among the thousands of spare parts there are just a few, which have the code starting with 968 - in addition to the body in white, for example the trailer coupling (yes, no joke, the ordering code for the 968 trailer hitch is 968.722.901.00).

968 was made at the Porsche's own factory in Zuffenhausen. The production of the last 944s was already moved from the Audi plant in Neckarsulm (where the 924 and 944 had been manufactured under contract) to Stuttgart.

The most impacting option was the M030 sports chassis package. It included shorter springs at front, lowered rear torsion bar suspension and additional springs at the rear! The stiffness of the Koni shock absorbers was adjustable. Visual distinction were the drilled brake discs. Drilling improves braking performance in the wet and helps with cooling. The front discs were slightly larger - 304 mm instead of 297 mm and their spare part ordering codes started with 965, but they were not the large 964 Turbo discs. The front brake calipers came from the 928, which meant the steering knuckles were also different. M030 also included stronger anti-roll bars - at the front with 30 mm diameter instead of 26.8 mm and at the rear 19 mm with manual gearbox and 18 mm with Tiptronic (16 mm stock). The M030 option could not be ordered without the 17" wheels. Interestingly the 17" 964 Cup-look wheels for the back of the 968 came from the 964 Turbo 3.3 (9"), but the fronts were even 0.5" wider (7" on 964 Turbo 3.3, 7.5" on 968).

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Porsche 968 advertising with 959
© Porsche
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Porsche 968 advertising
© Porsche
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Porsche 968 Cabriolet dismantled (advertising)
© Porsche
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968 with Ferry Porsche (1991)
Ferry Porsche at the factory in August 1991© Porsche
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Porsche 968 embossed emblem
Very early cars had bonnet with depressed cavity for the emblem
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Porsche 968 Cabriolet in Riviera Blue
968 Cabriolet © James Herne
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Porsche 968 pop-up headlamp
The headlamps do not pop up as much as on the 928, but they still look weird when used in the daytime. The new lamps were significantly more pedestrian-friendly in the case of an accident (there is a known case when 944's popped-out headlamp cut a wild animal in half on the highway).
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Porsche 968 cutaway drawing
© Porsche
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Red Porsche 968 Cabriolet
Cabriolet with 16" standard wheels © Porsche
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Porsche 968 Cabriolet
It is clearly visible from where the ideal near 50/50 weight distribution is coming from © Porsche
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Porsche 968 Cabriolet with top up
Top up (photo made in Porsche Museum in 2009) © James Herne
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Porsche 968 Cabrio side view
Top down (photo made in Porsche Museum in 2016) © James Herne
In 1991 Porsche was the first German manufacturer to equip all of its models with driver and passenger airbags as standard for the 1992 model year © Porsche
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Porsche 968 Cabriolet, North American version without rear seats
This is a North American version that never recieved the rear seats - so it's a roadster -, but was marketed as a Cabriolet like the 4-seaters on the other markets. Instead of the rear seats the American version had a parcel shelf. The reason the Porsche Cars North America ordered cars didn't have the rear seats was the new US DOT rule from 1992 model year that demanded 3-point seat belts on all seating positions. These couldn't be installed on the rear seats in the cabriolet version (European 968 cabrios had 2-point seat belts at the rear). © James Herne
Porsche 968 Cabriolet, rear corner view
As a Canadian version this car has the rear bumperettes of the North American version, but its speedometer is in kilometres only© James Herne
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Porsche 968 painted rear spoiler
No model designation on rear end (option M498), rear spoiler painted in body color (option M595)© James Herne
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Black Porsche 968
Rear spoiler painted matte black (build code M596), rear wiper (build code M425), 17" 964 Cup-look wheels (option M403), detachable roof panel (option/build code M650) © James Herne
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Porsche 968 Japanese version rear lamps
Japanese versions had white reverse lamps
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Porsche 968
968 in Midnight Blue Pearl © James Herne
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Porsche 968 cutaway model
The super-interesting half-cut 968 was first shown in the Gmünd Porsche museum and then in the Stuttgart Porsche Museum© Margus Holland
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Porsche 968 cutaway model
After seeing such a cut model, you start appreciate engineering even more © James Herne
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Porsche 968 cutaway model
The removable roof panel is made of plastic © James Herne
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Porsche 968 cabrio
Riviera Blue Porsche cabrio: cool!© Porsche
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Porsche 968 16
Simple design 5-spoke wheels always look nice. While the rear brake caliper is smaller than the front one, the rear disc is larger than the front one (on cars without M030 option that includes bigger front brakes) © James Herne
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Porsche 968 brake calliper, brake disc
Front brake calliper © Porsche
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Porsche 968 cutaway model
Catalytic converter with metal internals can be seen © James Herne
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Porsche 968 cutaway model
The German version manual gearbox coupé has 700 kg on the rear axle and 670 kg on the front axle which means its weight distribution is 49/51 front-to-rear and its DIN weight is 1370 kg (3020 lb). The cutaway model is the 30 kg/66 lb heavier Tiptronic version, so its numbers and weight distribution are a bit different. © James Herne
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Red Porsche 968 convertible side view
© Porsche
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Porsche 968 cutaway model
© James Herne
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Porsche 968
The official top speed with manual gearbox is 156 mph/252 km/h real measured speed (GPS), but the speedometer shows even more © Porsche
Porsche 968 flying (wheels off the ground), advertising
© Porsche
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Porsche 968 gray door card
While the interior was mostly a carry-over from the 944, the door cards were new. Note the rare padding on the armrest. © James Herne
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Porsche 968 black and blue door panels
© James Herne
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Porsche 968 with removable roof panel
The M650 roof panel could be electrically opened for ventilation or removed completely (and placed in the trunk). M650 was optional on all markets except North America, where it was standard (who knows why). Although it is cool to cruise without the roof panel, real sports cars do not have sun-moon-roofs for several reasons. Many new car buyers outside USA didn't order it to keep the roof clean and in one piece, for the car to look more sporty and to have more helmet room for the track day action.© James Herne
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Porsche 968 sports seat on driver side only
This photo is not showing how the car came from the factory, but shows well the difference of the seat bolsters (driver side sports seat has been fitted later)
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Porsche 968 interior
Optional seat heating button (M139 left, M340 right) can be seen on the seat adjustment panel© James Herne
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Porsche 968 grey interior
Airbag steering wheel© James Herne
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Porsche 968 Tiptronic pedals
Less is less - two pedals (automatic) translates to less fun than three pedals © James Herne
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Porsche 968 airbag steering wheel, 300 km/h speedometer
Optimistic 300 km/h speedometer is a legacy of the 944 Turbo© James Herne
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Porsche 968 air conditioning unit
AC was optional in Europe and standard for American versions. In Europe Porsche was considered a sports and racing car, so you always had the chance to buy the car without any performance-lowering and weight-adding equipment. In USA, Porsche or almost any German car (except VW) was considered a luxury car because of the higher industry standard in Germany and with speed limits everywhere in USA, no wonder it was easier to sell Porsches as luxury cars rather than sports cars.© James Herne
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Porsche 968 Tiptronic lever
Automatic gearbox with manual gearchange possibility is called Tiptronic and is a Porsche patent. 968 with a Tiptronic transmission has the tachometer with diodes showing the selected gear. The hazard warning button is red in the 968 compared to the much nicer dark button in the 944. The combined instrument display that used to have the clock and stopwatch (!) in the 944, was replaced by a Celsius/Fahrenheit exterior temperature display for the 968. © James Herne
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Porsche CR-2 radio in 968
CR-2 is the Japanese version of the Becker Porsche radio. Instead of the digital clock in the dashboard of the 944, the 968 has an analog clock in the centre console which is taking away much needed storage space there. Things do not always get better. © James Herne
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Porsche 968 rear speaker cover, 1993 model year onwards
The rear speaker cover from the optional hi-fi sound system was also used with basic sound system as of 1993 model year (944 rear side panels were used on the first 1992 model year). The 968 got 6 speakers as standard and with the optional M490 hi-fi sound system 8 speakers in the cabriolet and 10 speakers in the coupé (3 instead of 2 in the door and 2 instead of 1 in rear side panel).© James Herne
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Porsche 968 roof panel bag in trunk
Protective bag for the removable roof panel © James Herne
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Porsche 968 spare wheel
Porsche has used spare wheels with space-saver collapsible tyres since the 1970s. The sticker with VIN and option codes can be seen.© James Herne
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Porsche CDC-1 CD-changer in 968
CD changer Porsche CDC-1 was manufactured by Japanese company Alpine© James Herne
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Porsche 968 ceiling
No sun-moon-roof feels right for those who see sports cars as racing cars and not as luxury cars © James Herne
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1992 model year Porsche 968 engine room
On the 1992 and 1993 model year cars (except CS) there was a plastic cover with glove box in front of the air filter box and plastic trim in front of the firewall © James Herne
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Porsche 968 engine
© Porsche

On March 14-15, 1992, a 968 Tiptronic was driven flatout on the Italian Nardo test track for 24 hours and the covered distance was 3459 miles/5566 km. Despite the fueling stops the achieved average speed was 144 mph/232 km/h!


968 CS

The track day version of the 968 coupé was introduced in the end of 1992 as a 1993 model. It was significantly cheaper than the 'regular' 968 coupé. Porsche had to reduce the 968 price in order to improve sales, so the introduction of the CS was the perfect possibility for price reduction without showing that the company is struggling and is lowering the prices because of that. Although Porsche's financial problems were initiated by economic problems in the USA (Porsche US sales had fell from 30.000 to 4.000 between 1986 and 1992) - the CS was not a product for USA.

Porsche 968 CS, yellow, front view
Wheels and wheel caps painted in body color (except on black cars) are typical to the 968 CS, but buyers could order the cars also with silver wheels (option M346) © Porsche

The 968 CS was put into production with the following weight reduction measures:

  • Without airbags (instead a nice 3-spoke sports steering wheel produced by German company Atiwe and dashboard from the 944)
  • Without electric motors for windows (manual winders)
  • Without electric motors in the seats (fully manually adjustable seats), optional bucket seats lowered the weight further
  • Without analog clock and exterior temperature display (instead digital clock/stopwatch from 944)
  • Without air conditioning, but also without automatic temperature control (basic heating system from 1985.5 944)
  • Without electric motors in the mirrors, without mirror heating
  • Without alarm system, without central locking
  • Without rear seat
  • Without electric motor to open the rear hatch latches. Instead, a cable-operated manual release behind driver's seat. In the rear bumper there still was the lock opening, put no lock anymore (it was blanked off). In the regular 968, the lock in the tail is an electric switch that actuates the electric motor that releases the tailgate, but there is no such motor in the CS and therefore the hatch cannot be opened from outside.
  • Lighter lower amperage battery, lighter alternator, radiator cooler with only one electric fan instead of two (all this assuming the optional AC system was not ordered)
  • Lighter door cards from 944 and only 2 speakers

In addition to the weight-saving measures, sportiness was extended with lowered suspension (shorter springs at the front, different torsion positions at the rear), but the "CS-essential" M030 performance chassis package was not a standard feature and had to be paid for. The wide 17" wheels added some weight, but were worth it.

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Porsche 968 CS, yellow, side view
Lowered suspension is noticeable © Porsche

As very sporty cars - cars with bucket seats and without airbags - are not allowed in the USA, Americans could only dream of the CS. In UK, the 968 CS was titled Best Car of 1993 by Autocar & Motor magazine.

Porsche 968 CS, yellow, rear view
Rear wing painted in body color was typical to the CS (option M595 for non-CS 968) © Porsche
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Porsche 968 CS interior with basic seats
968 CS: Atiwe sports steering wheel instead of airbag steering wheel, 944 dashboard without passenger airbag, analog clock deleted, lighter 944 door cards, manual crank windows from mid-80s 944. The non-bucket CS seats had a simple black cloth and they were fully manually adjustable, so they were the lightest seats after the bucket seats. The telephone holder here is an aftermarket unit (it is not a period photo).

Porsche was in financial troubles and could not keep true to its principles. This meant Porsche now sold what the customers wanted - many wanted the CS because of the CS-letters on the rear panel (sportier image), but were not interested in track days, so they filled their CS with all the luxury equipment found in the regular 968. This meant these cars were 968 CS on registration, but not in reality. The most correct 968 CS was ordered with only two options - the performance chassis package (M030) and the bucket seats (M383/M384). In reality, the chassis and bucket seats were rarely ordered and the CS cars were often specified even with sunroof and airbags, power windows, rear seats and an air conditioning system (which in addition to the AC system included heavier battery, heavier alternator and an additional cooler fan motor).

The 968 CS were painted Black, Guards Red, Grand Prix White, Speed Yellow or Blue (1993 Maritime Blue, 1994-1995 Riviera Blue). Porsche importer for Great Britain had the sides of the CS covered with decals reading "ClubSport". These decals cannot be ordered from Porsche.

In February 1993, two 968 CS managed to take 1-2 victory at the Sandown 6 hour production car race in Australia. The winning car was piloted by Peter Fitzgerald, Brett Peters and Nicholas Leutwiler.

Porsche 968 CS with prototype sequential gearbox
What is this?! From outside the car looked like a normal 968 CS in Speed Yellow until we peeked inside. The gear stick and the tachometer were not stock. We dove under the car and there it was, the sequential manual gearbox! We are grateful the tonque-tied Porsche engineer could confirm us that it is a 6-speed SMG, but that was all he was ready to give out. The tachometer seemed to be from a 968 Tiptronic, just that it had additional LEDs and some temporary labels-stickers. On top of the tachometer there was a green LED labeled "Neutral" and there were two LED columns labeled "1 N 2 3 4 5 6" and "N R". While the 944 Turbo was the first production car tested with the PDK gearbox in the eighties, the 968 was the first production Porsche tested with the SMG.© James Herne

968 Turbo S and Turbo RS

The street legal 968 Turbo S and the racing Turbo RS were not only the coolest 968s, but are among the best Porsches made. The engine was a mix between the 8-valve head from the 944 Turbo and the 3-litre block from the normally aspirated 944 S2/968. The engine had massive 368 lb-ft/500 Nm of torque! The street Turbo S developed 224 kW (305 PS) and the racing Turbo RS 257 kW (350 PS).

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Porsche 968 Turbo S front openings
Features visible from the front of the turbocharged 968: front spoiler lip, front spoiler opening enlargened for the intercooler and a bonnet with vents to cool the M44/60 engine© Porsche
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Porsche 968 Turbo S
Turbo S © Porsche
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Porsche 968 Turbo RS
Turbo RS: visual differencies are the quick releases for the lids, very low suspension setup and the roll cage © Porsche

The first turbo 968 was a red Turbo RS prototype built from a 1991 built 1992 model year US-version 968 Coupé (VIN: WP0AA2966NS820065). With near 1200 kg empty weight the Turbo RS had ~3.4 kg/PS, but in order to compete in the ADAC GT Cup, the required minimum weight had to be 1350 kg and the allowed power-to-weight ratio was 4 kg/PS (DIN hp). This meant that ballast was added to reach the weight minimum and the power was lowered to (1350/4=) 337.5 PS/248 kW. For the ADAC GT Cup shorter gears were also used.

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Porsche 968 Turbo RS interior, bucket seat
The red Turbo RS prototype was created from earlier model year US-version 968 Coupé© Porsche
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Porsche 968 Turbo RS rear wing
Turbo RS has quick releases for rear hatch © Porsche

The Turbo RS was built for customer racing as Porsche Motorsport was not in a position to spend on racing (without the victory in mind they don't race). The Turbo RS was almost three times the price of the basic 968 coupé and although that doesn't sound like too much for what it was, the Turbo RS found only four customers.

The first "production" RS (yellow, WP0ZZZ96ZPS896061) was sold to South Africa. The second "production" RS (black, WP0ZZZ96ZPS896062) was bought by Norwegian Erik Henriksen (it is not known if directly from Porsche or from a middle-man). And German Joest Racing got its ordered car, the third and last "production" RS (white, WP0ZZZ96ZPS896063) in the summer of 1993. In the first 1993 races they had used the red prototype from Porsche. All the three "production" Turbo RS had 1993 model year 968 Turbo VIN codes.

Porsche 968 Turbo S rear
Turbo S, the street-legal sibling of the Turbo RS © Porsche
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Porsche 968 Turbo S adjustable rear wing
Adjustable rear wing can be seen. "Turbo S" suggests it is an evolution of the "Turbo", but not this time - there was no non-S 968 Turbo© Porsche
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Porsche 968 Turbo S
Porsche wheels cannot get better than these 18" very light 3-piece Speedlines. The street legal Turbo S had Dunlop SP-8000 tyres, 235/40ZR18 on 8" wide wheel at the front and 265/35ZR18 on 10" at the back. The RS had even wider wheels: 10" with 265 tyres at the front and 11" with 305 mm racing tyres at the back. © Porsche

13 street legal 968 Turbo S (1993 model year chassis WP0ZZZ96ZPS890061...66, 68...71 and 1994 model year chassis RS890061...63) were built for lucky buyers. Considering the handling resulting from the near 50/50 weight distribution, the power and especially the torque, the 968 Turbo S might have been the best street legal Porsche produced at the time. The 964 Turbo 3.3 and Turbo 3.6 were more powerful, but a lot worse in critical situation handling. Interestingly, only the 911 Turbo 3.6 could beat the 968 Turbo 3.0 torque figure, but not the 911 Turbo 3.3.

All of the 968 Turbos were built with the 18" 3-piece lightweight wheels (Turbo S M407, Turbo RS M406) and bucket seats (Turbo S M384/385, Turbo RS M388/389). Eleven out of thirteen Turbo S were built with air conditioning system, six with central locking, five with airbags. Some cars were uniquely equipped, for example:
WP0ZZZ96ZPS890063 Turbo S had regular 968 CS seat on passenger's side (M382). This car was also the only one that was ordered without the model designation on the rear end (M498).
WP0ZZZ96ZPS896061 Turbo RS was built with passenger's seat (M389 bucket), other RS had only driver's seat.
While most of the Turbo S were built as German versions, there was one built for France (M124), one for Switzerland (M277) and one with North American spec (M553). The latter being the only 968 Turbo with third braking lamp.

The 968 Turbos being so rare, many replicas have been made around the world. How to tell a real thing:
* All the 968 Turbos have option code M510
* 968 Turbo S has the option code M042 and the VIN in the following form: WP0ZZZ96ZxS8900xx
* 968 Turbo RS "production" (non-prototype) cars have the option code M005 and the VIN in the following form: WP0ZZZ96ZPS89606x.

The first 968 Turbo RS (the prototype) was entered at races more than ten times between 1993-1996. While it started its life fully in Guards Red, when Joest Racing entered it at ADAC GT Cup in 1993, it had yellow front spoiler. The first race for this Turbo RS was on May 9, 1993 at the AVUS high-speed track. Joest Racing team driver Manuel Reuter started from 3rd position and finished 4th. This would remain the best result for the Turbo RS. Joest had rented the car from Porsche for two races and then Seikel Motorsport bought it from Porsche. Seikel had the car painted yellow for 1994 season. The car was entered at the Dijon 4 hours and Paris 1000 km before the ultimate Le Mans race. Unfortunately, accident took it out from the French 24 hour marathon.

The only 968 to ever enter the Le Mans 24H was the Seikel Motorsport 968 Turbo RS (drivers: Thomas Bscher/Lindsay Owen-Jones/John Nielsen). The car was yellow only on the 1994 season.© unknown (please inform if you know)

Seikel entered the Turbo RS in Vallelunga and Spa 4 hour races and sold it after the 1994 season to Lloyd Hawkins, who had it painted back to red. The career continued in 1995 starting with Sebring 12 hour race.

The racing history of the yellow RS, the first "production" Turbo RS, that went to South Africa, is unknown. The black Turbo RS of Erik Henriksen was raced by him together with Justin Bell (son of Derek Bell) and other drivers in the 1994 season only (Paul Ricard 4 h, Jarama 4h, Dijon 4h, Paris 1000 km, Vallelunga 4 h). The Joest Racing white RS only saw one race in 1993 (the ADAC GT Cup Nürburgring race, which it didn't finish due to an accident) and then was sold to Roock Racing, which raced it at the 1994 ADAC GT Cup.

It should be mentioned, that four more cars were built in Australia in mid-nineties using original factory Turbo RS parts. These were right-hand-drive cars.


1994 model year changes

In 1993, for 1994 model year, the 968 Coupé and Cabriolet received a few modifications. The inlet of the ventilation system was modified - instead of the left and right mesh that only prevented whole leaves from entering the cabin, the inlets were redesigned and particle filters were installed. It was a small, but contemporary improvement. From 1994 model year there came some minimal cosmetic changes that are shown on the following photos:

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Porsche 968 engine bay 1994 model year onwards
Like with the earlier 968 CS, the plastic covers under the bonnet were deleted from model year 1994. It's a shame - the engine bay looked nicer and more modern with the plastic covers. © James Herne
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Porsche 968 engine bay
© James Herne
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Porsche 968 engine bay
This car has the rare Amaranth Violet (non-metallic) paint © James Herne
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Porsche 968 side view with newer 993-look wheels
From 1994 model year the optional 17" wheels had the 993-look instead of 964 Cup-look© James Herne
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Porsche 968 without sun-moon-roof
This 968 was made for Japan as can be told by the white reverse lamp sections in the otherwise red tail lamps. 968 looks superb in Speed Yellow and without the sunroof the car looks even more sporty.© James Herne
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Porsche 968 newer style seats
993-style seats (centre parts with curved stitching line) tell this is a 1994 or 1995 model year 968 © James Herne
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Porsche 968 newer style seats
As the 911 switched from 964 to 993 generation in 1993 for 1994 model year, the switch happened also for the seats mounted to 968. It was just a cosmetic change. © James Herne
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968 newer style seat, Porsche cloth
When clean, the PORSCHE-cloth looks really cool and is a high tech material (which leather is not)© James Herne
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Porsche 968 interior with newer style seats (1994-1995 model years)
© James Herne
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Porsche 968 cockpit with newer style seats
© James Herne
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Porsche 968 rear seat folded down
As can be seen, the newer style seats have the curved stitching lines also on their backs. Rear 3-point seat belts can be seen.© James Herne
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Porsche 968 newer style seats, Japanese version with longer rear seat bottoms
While the older style rear seats were a carry-over from the 944, the newer style (1994-1995 model year) rear seats are unique to the 968. As can be seen, this car was made for Japan, where rules demand longer seat bottoms. © James Herne
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Porsche 968 Japanese version longer rear seat bottom, newer style
Seat bottom with extended front edge for Japanese market © James Herne

Sport

The ClubSport-lettering on the sides of the UK-sold 968 CS was not the last sales enhancement measure by Porsche Cars Great Britain. The next trick with the 968 CS was that PCGB rebadged some cars with 'Sport' and equipped these cars with several luxury options that would not go with the principles of the CS. Porsche had priced the CS significantly lower than the standard coupé and PCGB saw a business opportunity. If you didn't know that the 968 Sport was not a factory product, then you probably already thought that writing "Sport" on a sports car is as stupid as writing "Sport" on running shoes. Porsche would not do something so banal. And it didn't - it must be stressed!

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Porsche 968 Sport logo
The Sport-badge was installed on the right while all the factory installed 968, 968 CS, Turbo S and Turbo RS badges were centered on the rear panel© Stuttcars

By the VIN all 'Sport'-rebadged cars are 968 CS, because this is how they left the factory. Just that they were ordered with electric and heated mirrors, power windows, rear seats, sunroof, silver wheels (not to look CS) and without the rear panel '968 CS' script (M498). Being a 968 CS, the Sport had the 944 door cards. The Sport also didn't have the airbags which the standard 968 had or the limited slip differential that was typically ordered for the CS. Porsche Cars Great Britain introduced the UK/RHD-only Sport version in the beginning of 1994.


968 Roadster study


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Porsche 968 Roadster prototype
From this angle and without delving this 968 might not look special, but - dig deeper! © James Herne
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Porsche 968 Roadster prototype headlamp
This 968 prototype has fixed (non-popping) headlamps and they utilize projector beam technology. 993-generation 911 got projector beam headlamps. © James Herne
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Porsche 968 Roadster prototype Goodyear PORSCHE tyre
Check out these GoodYear tyres: PORSCHE is written on them! © James Herne
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Porsche 968 Roadster prototype
Audi 80 Cabriolet had the chromed window frame before this Porsche prototype © James Herne
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Porsche 968 Roadster prototype
The windscreen frame shape is typical to Porsche Speedsters (356, 911)© James Herne
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Porsche 968 Roadster prototype
1994 model year seats can be seen © Margus Holland
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Porsche 968 Roadster prototype
Really? © James Herne
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Porsche 968 Roadster prototype
© James Herne
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Porsche 968 Roadster prototype
993-generation 911 got such steering wheel, but the crest was embossed in the material, it didn't have the real crest like this prototype© James Herne
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Porsche 968 Roadster prototype
Such a gear lever was used on the 928 from 1991 model year on. Interestingly the top of the gear lever reads "R G 1 2 3 4 5". The buttons are not for windows, they have mirror images on them... © James Herne
Porsche 968 Roadster prototype
The window frame is nicely executed, but should have been painted matte black to prevent reflections© James Herne
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Porsche 968 Roadster prototype
Window crank in so modern car (which is not a racing car) is very un-cool! The grab handle design does not do justice either to this car.© Margus Holland
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Porsche 968 Roadster prototype
© James Herne
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Porsche 968 Roadster prototype
This 968 Roadster study was designed by Steve Murkett and Matthias Kulla under the supervision of Harm Lagaay © James Herne
Porsche 968 Roadster prototype
Although the car looks similar to the 968 Cabriolet, in addition to the completely new rear end, the doors have different shape © James Herne
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Porsche 968 Roadster prototype
© Margus Holland
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Porsche 968 Roadster prototype
All the North American version 968 Cabriolets were de facto roadsters, but weren't badge accordingly. This open 968 is the first one that is actually called as a Roadster.© James Herne
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Porsche 968 Roadster prototype
The shape of the rear lamps is not as perfect as on the production 968 © James Herne
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Porsche 968 Roadster logo
© James Herne


In 1997, Ludwig Heimrath won the Canada GT Challenge Cup in the GT2 class with normally aspirated 968. The CDN GT Cup races were rather cool for spectators - there were cars from 911 GT1 to Honda Civics in the GT3 class.

With less than 13.000 cars made, 968 is one of the rarest series-production Porsches. Its rarity, old-school durability, practicality, rather good performance and beauty make it desirable. As an entry-level Porsche, the 968 was replaced by the Boxster, which in no way was a worthy successor to it. The Boxster had a smaller engine with much less power and its engine was significantly less durable. Boxster's transmission had less gears (back to 5). Although the 968 had already stepped down compared to the 944 Turbo, the serious step down was made by the 968's successor. It is essential for the entry level Porsche to have rear seats as young people drive entry level Porsches, but unfortunately the 968 was the last entry level Porsche sports car with child seats at the back. Not least important is also the fact that it had more headroom at the back than the 911 and 968's trunk easily fits even a stroller. The 968 was Porsche's last real family sports car.

968 design legacy lived on in the 993-generation 911. The most beautiful 911 by many got its front spoiler design and especially its front wing design from the 968!



Article © James Herne / Stuttcars.com



Search for a 968 or continue to 1993-1998 Porsche 911 993
Anniversaries
Nov, 199th birthday of the Boxster 987.2 (2008)
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