Porsche 968

Porsche 968 Combi Coupe

The Porsche 968 is a sports car of Porsche AG. From 1991 to 1995 11,241 vehicles were produced.

The car was the successor of the Porsche 944 and also the last stage of development of the Porsche transaxle models with a four-cylinder in-line engine at the front and a rear built-in manual or automatic transmission. The 968 was offered as a coupe and as a convertible, while the Sport versions CS, Turbo S and Turbo RS was available only as a coupe.

All vehicles have rear-wheel drive motors with 3 liters. The two top models Turbo S and Turbo RS are equipped with turbocharger and intercooler.

For motor racing Porsche 968 Turbo offered the RS, which could be used as a long-haul version after the GT regulations or as a version for the German ADAC GT Cup.

  • 2.1 968 (1991-1995)
  • 2.2 968 CS (1993-1995)
  • 2.3 968 Turbo S (1993 )
  • 2.4 968 Turbo RS ( 1993)
  • 9.1 Porsche database
  • 9.2 Club sites on the Internet


End of the 1980s, Porsche was in an economic crisis. Worldwide, especially in the U.S., less sports cars were sold. Porsche was relatively small sports car manufacturer therefore particularly affected because the Porsche 944 with its introduction in 1981, almost unchanged since the design met with less and less customer interest. The mid -1970s introduced transaxle models 924 and 944 were until the mid -1980s, with more than half of the sports car sold the economic basis of the sports car manufacturer.

The further decline in sales figures wanted Porsche encounter with a new entry-level model, which differed with the designation of 944 and was closely integrated into the existing model range in terms of body shape. The new model was given the internal designation Porsche 968, which is also the official marketing name was later.


To save development costs, Porsche built on the chassis of the 944 and changed mainly the front and rear sections of the car. From the side, the close relationship was clearly recognizable to the previous model with the almost unchanged proportions and window areas. In contrast, in the front view of the extensive changes were evident. The pop-up headlights were designed no more cover, but they were like the Porsche 928 and folded like up there to the front. Also the bug with the integrated bumper received a form which is very similar to the 928 of the leaning. From the front, the 968 and the 928 looked very similar. The exterior design was two years later also taken up in the design of the Porsche 993. In addition to the front, the rear has also been extensively revised. The tail lights were round shaped and colored completely red. By special optical inserts and color filters illuminated when blinking and when reverse gear, the corresponding regions of the tail lights orange or white. Between the taillights "Porsche " lettering was in the body of the embossed and mounted centrally above the 968 - type designation. The rear apron acquiesced just in the body and contained including covers the bumper.

Overall, the body had become clear round and streamlined compared to the 944. The interior with the instrument panel has not changed and corresponded largely to the last produced until 1991 944 S2.


The transaxle design with front- mounted engine and the transmission to the driven rear axle was taken over by 944.

Porsche used the 3- liter in-line four-cylinder engine already used in the 944 S2. This was a slightly from 10.9: 1 to 11: 1 increased compression, a lighter crankshaft, lighter steel connecting rods and pistons. The inlet valves are increased, and the cooling water passages in the cylinder head have been expanded in order to achieve a better cooling effect. For better cylinder filling attended a revised intake manifold and a new camshaft adjustment. Through this, first used and patented by Porsche hydraulic " VarioCam " of 176 kW ( 240 hp) payable engine had already an incipient at low speeds even torque curve. With a maximum torque of 305 Nm at 4100/min the 968 was equipped with the then strongest and largest -displacement four-cylinder engine in a production car. The exhaust system of the engine power has been adjusted, and expands the tube diameter. To comply with the then applicable emissions regulations, especially in the U.S. and Europe, all engine variants had a controlled metal catalyst in the exhaust system.

The 968 had a six-speed manual transmission, with the top speed is reached in sixth gear. The sports car was also available with a four-speed automatic transmission that has already been used in the Porsche 964, available. The peculiarity of this mentioned by Porsche Tiptronic transmission were the two modes. In the first mode, the automatic working, as known from a standard automatic, fully automatically. In the second mode the driver could select the "manual" mode by pushing the selector lever in a lateral shift gate. There could be switched to the desired gear controlled by forward and backward pressing the selector lever via control electronics. By evaluating the engine control as well as longitudinal and lateral acceleration data, the transmission electronics preventing unintentional upshift boost cornering.

For the higher engine power, the chassis of the 968 compared to the 944 of the S2 has been revised and with slightly stiffer. The front and rear internally ventilated steel brake discs and fixed brake calipers were mounted with four pistons. All vehicles had ABS.

Exterior paint

For the Porsche 968 different paint schemes were offered. In addition to the extra free serial Unilacken there were metallic finishes, so-called spot colors.

Model development

968 (1991-1995)

The Porsche 968 came in 1991 as a successor to the recent decline in its sales numbers, Porsche 944, Porsche had high hopes for the new type, which was produced at Porsche's main plant in Stuttgart- Zuffenhausen; the previous 924 and 944 were prepared as contract manufacturing of Audi in Neckarsulm.

The new sports car was a designed by Harm Lagaay modern aerodynamic body, which was oriented at 928 and the car look so integrated into the Porsche Design line. The car was offered from the start as a coupe and as a convertible.

In the vehicle, a native of the 944 S2 and extensively redeveloped four-cylinder engine worked with three liters. He performed at a speed of 6200 rpm maximum output of 176 kW (240 hp ) and was associated with a maximum torque of 305 Nm at 4100/min at that time the most powerful series four-cylinder engine. With the standard six-speed manual gearbox, the car reached a top speed of 252 km / h The vehicle needed 6.5 seconds to accelerate from zero to 100 km / hr. Optionally could be ordered for a fee, the Tiptronic four-speed automatic.

The car rolled as standard on 16 -inch wheels in the cup design of dimension front with 205/55-ZR-16 on 7J x 16 wheels and rear with 225/50-ZR-16 on 8J x 16 five-hole alloy wheels from production line. For a surcharge, the tires 7.5 J x 17 wheels with wide tires 225/45-ZR-17 front and 9J x 17 wheels with wide tires 255/40-ZR-17 could be upgraded back to the Carrera Cup combination.

The safety features corresponded to the then current state with an ABS braking system, internally ventilated steel brake discs at the front and rear wheels, three-point automatic seat belts and driver - and front passenger airbags.

Buyer of a 968 received a very well-appointed 2 2- seater sports car with power steering and electric actuation of window regulators, as well as driver and passenger door mirror. Gear lever and handbrake grip were covered in leather; the steering wheel with airbag also had one of the interior aligned leather. The standard sport seats were desired electrically adjustable and could be ordered with leather upholstery. The buyer were different colors for the interior are available. The instrument panel was taken from the Porsche 944 S2 and was not changed except for the switches and knobs. The instruments included (from left) cooling water temperature and fuel gauge, speedometer with trip meter, tachometer, oil pressure gauge and a voltmeter. Centered in the dash was the operation of the ventilation and heating, air conditioning on request, was available. To the right were placed the digital temperature display, the cigarette lighter, the opening for the internal temperature sensor and a lockable storage compartment. In the center console was a standard-compliant mounting bay for Stereo Cassette Radio Symphony RDS, which could be optionally extended with a six-disc CD changer, including a storage compartment, the analog quartz watch and more switches for the optional seat heating and the Cabriolet, the electrically operated fabric roof.

The Porsche 968 had a fairly high base price when it was launched in 1991. In the coupe version of the car cost 89,800 DM Cabriolet was again $ 10,000 more expensive and therefore cost almost 100,000 DM When ordering additional equipment like the Tiptronic, Air conditioning, Metallic paint or leather, the price of a coupe also increased slightly to over 100,000 DM on.

1992 extended the model year 1993, Porsche model range of 968 to the 968 CS. This sporty designed cars had a reduced standard equipment and was offered to more than 12,000 DM cheaper than the standard 968. As a basis for the ADAC GT racing series cars 968 Turbo RS Porsche developed in a small series the Turbo S, which should appeal approved for use on public roads particularly motorsport enthusiast customers. The standard model was offered unchanged. Only led Porsche paint water-based paints, CFC-free air conditioning systems and the recycling labels from plastic containers in order to meet the increasing environmental protection requirements in the automotive industry.

In 1993, the 968 series a pollen filter that filtered the supplied via the heating and ventilation system in the passenger compartment air and the air quality increased. Porsche responded to customer requests and provided equipment packages with special price advantages together. With the seat package, the buyer got heated leather seats front. The sound package included a booster amplifier and the convertible version of closed speaker cabinets were installed in the rear. The special chassis package included 17- inch wheels and an improved braking system with perforated brake discs.

In 1995 the production of the Porsche 968 was discontinued after only four years since the car did not find enough buyers. The expected Porsche sales figures were not reached and could not import the development costs. In total, only 11,241 cars were produced. Of these 3959 vehicles were delivered as a convertible.

968 CS (1993-1995)

To increase the low sales of the 968, Porsche 1993 brought the cheaper and easier -equipped 968 CS on the market. In this model (both type 964 ) were prepared as previously omitted from the 911 series several features of the standard version already on the 911 Carrera RS or the 911 Carrera RS America.

The built exclusively as a coupe CS ( Club Sport ) cost 77,500 DM and should appeal to sports-minded customers who placed less emphasis on comfort than on performance. Thus accounted for many electrical consumers such as the power windows, exterior mirrors, tailgate and seats in favor of a manual operation. Further, the windshield washer nozzle heating, engine compartment and door knob lighting was on the automatic temperature control, omitted. The public address system was reduced by the two rear speakers. Only the Paris cassette radio with a two-channel amp for the front two speakers was available.

Standard got the car a sporty leather-trimmed three-spoke steering wheel of ATIWE, which could be replaced by the standard steering wheel with airbag. Instead of the standard seats the lightweight sports car bucket seats, whose backs were painted in body color had. Optionally could be ordered instead of the bucket seats manually adjustable seats standard. Was the vehicle to a pure two-seater By eliminating the rear seats. For securing luggage, the CS had a luggage net. In the engine compartment some plastic covers and insulation mats accounted for noise reduction. Thus, the vehicle weight was reduced by more than 50 kg compared to the standard 968.

The CS was a 20 mm Lowered sports suspension firmer be blank. Instead of a 16- inch tires, 7.5 J x 17 wheels with wide tires 225/45-ZR-17 front and 9J x 17 wheels with wide tires 255/40-ZR-17 were installed in the back of the cup design standard. The rims were painted in the body color. It stood for the CS only the exterior paint Gran Prix White, Guards Red, Speed ​​Yellow, Black and Blue Maritim to choose from. In conjunction with a black exterior paint, the wheels were silver. The engine corresponded with 176 kW ( 240 hp) to the standard model and enabled with the six-speed manual only offered the same performance as in the comfortable 968

1994 of the CS was with more equipment options. At the request of two-seater could be extended by a rear seat in a 2 2- seater, the bucket seats were replaced by standard seats. As with the standard 968 of the CS buyers from various equipment packages could choose. In the sports package more powerful brakes with drilled rotors, a firmer suspension and a limited slip differential were included. The security package of the car with a central locking system, an alarm system and lockable wheel nuts were fitted. The comfort package contained electrically adjustable door mirrors and electric windows.

Especially for the UK market, Porsche the 968 Sport ago, which was priced below the Standard Model, the CS took over the running gear, but better than this equipped.

968 Turbo S (1993 )

The 968 Turbo S was the road-going version of the developed for the ADAC GT Cup Turbo RS. The car cost about DM 175,000 and was as well as the CS been designed for sporty drivers.

He had a 3- liter four-cylinder in-line engine with a two-valve cylinder head instead of a four-valve cylinder head as the standard and the CS model. A water-cooled KKK turbocharger, which produced a maximum of 1.0 bar boost pressure and an intercooler increased performance. The engine developed already at a speed of 5400/min maximum 224 kW ( 305 hp ) and had a maximum torque of 500 Nm at 3000 rpm. With an approximately 70 kg less weight than the standard 968, the sports car accelerated from standstill to 100 km / h in 5 seconds. The top speed was 280 km / h In order to transmit the engine power to the road, the car had a limited slip differential and three-piece Speedline wheels 8J x 18 rims and 235/40-ZR-18-Breitreifen front and 10J x 18 wheels and 265/35-ZR- 18 wide rear tires. The body had been compared with the CS down again to 20 mm deep and comes with a firmer suspension, as well as a larger braking system with internally ventilated and perforated brake discs.

To reduce the weight, the Turbo S as the CS was made without comfort features such as electric windows, central locking, rear seats and standard seats. Instead, built a Porsche bucket seats that could be replaced if desired by standard seats. Another weight saving was achieved by dispensing with an underbody PVC coating.

The Turbo S differed visually by CS through a larger and individually adjustable rear spoiler and front by a plastic lip on the Bugunterkante, a larger air intake in the front apron and two additional NACA openings - for better cooling air supply - on the hood.

From the Turbo S 50 to 100 copies were planned in a small series originally. As the same time produced 911 Carrera RS 3.8 (Type 964 ) was significantly more buyers, Porsche introduced the production of the Turbo S after only 10 copies a.

968 Turbo RS ( 1993)

1993 Porsche built based on the Turbo S a racing car for the GT racing. The 968 Turbo RS -called car was produced in two versions. In the long-distance racing version of the turbocharged 3-liter engine delivered at a speed of 6900/min maximum 257 kW (350 hp). Compared with the Turbo S the car had a lower weight of only 1200 kg. This was achieved by total relinquishment of an interior. In the 968 Turbo RS there was except the dashboard and door panels only one bucket seat with six- point racing harness -, a welded roll cage and a prescribed racing fire extinguishing system. The race car had over the Turbo S is a six-speed manual transmission with a modified translation of the fifth and sixth gear, a racing clutch and a racing suspension with harder pads and rims in the dimensions of 10J x 18 front and 11J x 18 at the rear. The vehicle was internationally to start in races that were tendered after the former Le Mans GT regulations. Thus the RS Turbo 1994 by various private racing teams in the BPR (GT race series, founded by Jürgen Barth, Patrick Peter and Stéphane Ratel ), also called, used and driven on some top ten finishes Global Endurance GT Championship.

The second race version of the RS Turbo was built by the regulations of the German ADAC GT Cup. The engine of this version had 248 kW ( 337 hp) at 6900/min a little less performance. Furthermore, the racing car was given the 1200 kg an additional weight of 150 kg. Both changes compared with the long-distance race version were required to comply with the prescribed power to weight ratio of 4 kg per hp. The thus constructed race cars were used in 1993 and 1994 in the ADAC GT Cup and placed there regularly in the top ten vehicles.

From RS Turbo only three vehicles were built, as most racing teams decided to offer at the same time 911 Carrera RS 3.8 (Type 964 ).


The Porsche 968 was produced from 1991 to 1995 in the following versions:

For use in the German ADAC GT Cup the 968 Turbo RS had a lower engine power of 248 kW ( 337 hp) and higher by 150 kg empty weight.

Graphical representation of the development of 968


The Porsche 968 was produced in the following quantities per model year.

Source: Jürgen Barth, Gustav Busing: The Big Book of Porsche types. Models with central and front engine. Engine book publishing house, Stuttgart 2010, p 186 and p 187

Stock in Germany

Shown are the registration numbers of the Porsche 968, according to statistics of the Federal Motor Vehicle Office.

Approvals according to type code numbers (TSN):


The Porsche 968 Turbo RS was from private racing teams in 1993 and 1994 in the German ADAC GT Cup, in the CPD, founded by Jürgen Barth, Patrick Peter and Stéphane Ratel 1994 ( Global Endurance GT Championship ) and the 24-hour race at Le Mans 1994 employed. In the CPD, the cars started in the GT3 class at Le Mans and in the group of the LM GT2 cars.

In the ADAC GT Cup the Joest team In 1993, with the car as best finish in fourth place at the Avus race. Was piloted in the Turbo RS by Manuel Reuter. In the BPR of the cars on the 4 - hour race at Dijon in 1994, down to sixth place and the best result in the race series. The Seikel Motorsport team sat at the 24 - hour race at Le Mans a 968 Turbo RS, which was driven by John Nielsen, Thomas Bscher and Lindsay Owen -Jones. After 84 rounds the team had to retire from the race after an accident.