Porsche 968 (1992 - 1995)
BY ANDY ENRIGHT
For a car designed as a stopgap model between the outgoing Porsche 944 and the forthcoming Boxster, the Porsche 968 was quite an achievement. Voted by Performance Car magazine the best handling car 1993, the 968 had a lot going for it. Despite its excellence, the four-cylinder Porsche was launched at a problem time, with recession hit Britain largely turning its back on the marque, associated as it was with eighties excess. This makes it quite a rare sight on Britains roads, and coupled with the fact that it was only produced for three years, makes used examples less than commonplace.
If youre a fan of the marque youll know about the 968s driver appeal, its reliability and ruggedness. If not, a test drive has the ability to convert even the most hardened cynic. Since the 968 range was axed at the tail end of 1995, Porsche have gone from strength to strength, but a drive in any 968 model is enough to remind you that many of todays sports coupes would be treated to a receding view of the Porsches bulbous rump should they try to mix it with Porsches brawny baby.
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Mechanically, the 968 didnt appear too different to its progenitor, carrying forward the 944s big four-cylinder 3.0-litre engine. It was underneath that the men in white coats from Porsches Weissach nerve centre had worked their magic. Not in the parts that traditionally draw headlines but in the more prosaic aspects like suspension bushings and mounting points, gearbox selection and weight distribution.
The result was a car that would easily outhandle any of its rivals, but this would hold little showroom appeal for many buyers. To this end, the interior was spruced up, with an electrically operated drivers seat fitted to the standard coupe and cabriolet models. Unless you opt for the Club Sport edition, the 968 is a surprisingly practical car. The rear hatch takes a good amount of luggage, fuel economy is not disastrous and visibility is excellent.
The rear seats are of token benefit for human beings and are best used as additional luggage stowage. As with all Porsches, once the initial purchase price has been swallowed, they are usually reasonably cheap to run.
Due to the fact that the 968 Club Sport retailed for around £5,000 less than the base 968 when new, its the cheapest way to buy a used 968. Prices start at around £7,800 for a 1993 K-registered model, rising to £10,200 for a 1995 M-plate example. The standard 968 coupe starts at £7,900 for one of the few 1992 J-registered cars around, with a more common 1994 L-plated car reaching £12,000. Expect to pay around £400 more for any car equipped with a Tiptronic gearbox.
The 968 cabriolet starts at around £8,400 for a 1992 car, and tops out at around £13,000 for the final edition M-registered model. Youll need at least £11,500 to get hold of one of the excellent 968 Sport models on a 1994 L-plate, and about £13,500 for a really exceptional 1995 M-registered car. All Porsche 968s are nominally rated at Insurance Group 20, although it will pay to shop around, as quotes vary widely.
The 968 is a largely reliable car that suffers form a few niggling faults. Inspect the power steering pump for leaks as a total failure can make steering the car all but impossible. Check for the signs of hard use such as a sizzled clutch or suspension thats baggier than a clowns trousers. If you dont get out of a 968 after the test drive marvelling at its suspension set up, you are either a very hard taskmaster or the car needs attention.
A particular problem for those cars equipped with the attractive Carrera Cup alloy wheel is kerbing damage. These wheels are very expensive and rather than dishing inwards, instead jut out, making a misjudged parking manoeuvre potentially costly. The cabriolet models should be checked for a damaged, leaking or non-functioning hood. Make sure the electric motors that power the hood havent been damaged by ignorant occupants attempting to raise or lower the roof manually.
It happens. The Coupe has a lift-out sunroof that can also be easily chipped or damaged, so inspect the seals carefully. 968 Club Sport models should be approached with added care, as many will have seen some pretty serious track action. Look for mounting points for roll cages, fire extinguishers or four-point harnesses and inspect carefully for crash damage.
Otherwise look for a fully stamped-up Porsche main dealer service record.
(Estimated prices, based on a 1994 968 Sport) You wouldnt expect the spares to be cheap, so it wont come as any disappointment to know that theyre not. A clutch assembly will cost in the region of £450 if youve spent too long trying to bag a decent 0-60 time. A radiator is around £275, whilst a starter motor will cost around £250. An alternator is around £425, but wait until you hear the prices of brake pads, front and rear.
£30. Who needs any more justification than that to buy a used 968?
If you expect to drive a Porsche 968 and find it on a par with modern coupes youre in for a shock. Despite the dated basic design, in many respects the 968 could still show most of todays offerings a receding view of its bulbous rear. It has that timeless feel of all good Porsches; show it a corner and itll show you how it won all those handling accolades. A good used example should still feel taut and powerful, with good steering feedback and chest-crushing brakes.
The driving position is slightly awkward, especially for those drivers with big legs, as the wheel is mounted low. This is more of a problem in the Club Sport versions which lack the other models electric seat height adjustment. All 968s feel very quick, but the Club Sport reinforces the impression with reduced sound insulation, making the engine note loud and insistent. A Club Sport will run from standstill to 60mph in 6.
1 seconds and hit a maximum speed of 150mph. Just try finding a publication which fails to mark this car with the full five stars. In short, a Porsche which enhances rather than trades on the badge.
Youll need to tread a bit carefully when looking for a good 968, especially the Club Sport versions, but good ones arent impossible to locate. Find out as much as you can about the previous keeper and insist on a Porsche service history to maximise the odds of landing a decent example. The 968s rarity means that it could well become a future classic. For a powerful sports coupe that can still show todays pretenders a few tricks there may not be a better time to get hold of one.
