Porsche 968 Club Sport

In the early ’90s, Porsche was in more trouble than a politician in a lie detector test. The economic downturn had hit them like a sledgehammer, and not even their gloriously fancy sports cars could outrun the grim realities of the market. It was only when the 993-based 911 rocked up in ’93 that Porsche’s fortunes started to look less like a Greek tragedy.

Then, in ’96, along came the Boxster, strutting onto the stage and helping Porsche shake off the financial blues. But before the Boxster could do its magic, Porsche, in a moment of what I can only describe as ‘let’s try anything’, decided to give the world an interim model, the 968, based on the bones of the ancient 924/944 series that had been knocking around since the days when bell-bottoms were cool – the mid-’70s.

Photo copyright: Porsche – https://www.porsche.com

The 968, bless it, was about as successful as a chocolate teapot. It was a mishmash of old ideas at a time when Porsche’s cool factor was as low as a snake’s belly. It was overpriced and underwhelming, and sales were more disappointing than a rain-soaked barbecue. Porsche had dreams of selling 25,000 a year. In reality? They barely scraped past 5,000 in the best year.

But even a stopped clock is right twice a day, and the 968 had potential – it just needed to be quicker, lighter, and cost about as much as a decent watch rather than a small yacht.

Photo copyright: Porsche – https://www.porsche.com

Porsche must have heard the collective sigh of the motoring world because they soon churned out the 968 Club Sport. Launched at the Paris Motor Show in ’92, this no-frills, all-thrills model was what the doctor ordered. It was a diet version of the standard 968 – less weight, more fun.

This beast wasn’t even legal in the US, thanks to its skimpy safety kit. Porsche decided to offer it in the lands of Europe, the UK, Japan, and Australia, where evidently, people enjoy living dangerously.

The Club Sport kept the steel unibody of its siblings but went to finishing school with stiffer dampers and a ride height that’s lower than my expectations of a quiet day at the office. The wheels were a standard offering that you’d usually have to sell a kidney for.

Photo copyright: Porsche – https://www.porsche.com

Under the hood, it was all go-go-go with Porsche’s Type M44/43 engine, which had been given a pep talk. It featured a new VarioCam system, ensuring the engine was more eager than a puppy at dinner time. The result was more grunt in the lower and mid-range, making it as punchy as a boxer in the first round.

The Club Sport was a riot in a canary-yellow suit – loud, proud, and unashamedly sporty. Inside, it was as sparse as a monk’s living room. Porsche had thrown out everything that didn’t make the car go faster. The seats were body-hugging Recaros, and anything that could be stripped out was. It was an exercise in weight loss more effective than any diet.

Porsche, in a rare display of generosity, let buyers pick from a paint box of colors. And for those wanting a bit more comfort, there were options like a sunroof and air-conditioning, which, if chosen, meant you got a beefier battery and a double radiator fan – because even Porsche knows some like it hot.

This lightweight rocket was quicker than a hiccup, hitting 62mph in a whisker under 6 seconds. But Porsche, being Porsche, downplayed it all, probably to avoid the hassle of reapplying for type approvals.

In the end, the Club Sport was a sensation with those who got their kicks from driving rather than just being seen. But it wasn’t the knight in shining armor for Porsche’s sales figures. They built a respectable 1,923 of them before calling it a day in ’95.

So there you have it, the 968 Club Sport: a car that came, saw, and conquered a tiny part of the world, proving that sometimes, less really is more. And in true Porsche fashion, it was a reminder that even in their darkest days, they could still pull something rather brilliant out of the hat.

This Porsche 968 Club Sport was delivered in Indischrot L80K with the following options:

• Elektr. Fensterheber
• Klimatisierung (Klimaautomatik)
• Leichtmetallfelgen
• ABS
• Servolenkung
• Sportfahrwerk
• Sportsitze
• Sportpaket

Body
– Colour Indian red (L80K)
– Front spoiler from 968 Turbo S (registered)
– Adjustable rear spoiler from 968 Turbo S (registered)
– Air ducts for brake cooling instead of fog lights

Engine
– Single mass flywheel
– Exhaust N-GT in stainless steel 100 cell catalytic converter “Cargraphic”

Gearbox
– Limited slip differential from Porsche 996 Cup

Suspension –
– Original M030 suspension “Koni”, front axle rebound adjustable.
– Original M030 stabiliser bar front axle 30mm diameter
– Original M036 stabiliser bar rear axle 19mm average 3 way adjustable
. Strut brace DP Motorsport

Wheels
– Spacer discs CA/HA 15mm registered
– Rims front axle Cup 1 7,5Jx17 ET65 Indian red
– Tyres front axle Michelin Sport 2 225/45 ZR 17
– Rims rear axle Cup 1 9Jx17 ET55 Indian red
– Rear tyres Michelin Sport 2 255/40 ZR 17

Brakes
– Brake discs front axle, perforated322x32mm from Porsche 964 Turbo
– Brake calipers front axle red from 993 Turbo
– Brake discs rear axle, perforated 299x24mm original
– Brake calipers rear axle red original
– Steel brake lines Stahlflex registered
– High-performance brake fluid Castrol SRF

Interior
– Sports seats “Recao” pole position driver/passenger (registered), rear Indian bulkhead
– “Recaro” aluminium seat console
– “Heigo” Clubsport bar Indischot (registered)
– Sport steering wheel “Momo “keyed
– 6-point belt “Schroth” driver/passenger, 3-point belts are also fitted
– Fire extinguisher
– Black carpet
– black headlining

There are no gaps in the history.
All documents including the service booklet are available.
The experts agree that the 968 is an insider tip among youngtimers.
A 968 in Clubsport version is not only a fast and uncompromising car on the racetrack,
it is gradually gaining a reputation even among the illustrious circle of 911 drivers.
Good examples will probably experience a considerable price increase.

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Contact: Michael Gross

Phone: +49 176 624 33453

mail: michael@getyourclassic.com