968 Turbo RS
A further stripped out version of the Turbo S which was built for Porsche’s customer race teams between 1992 and 1994, this variant was available in two states of tune; a 337 bhp version which was built to the German ADAC GT specification and used the K27 turbocharger from the Turbo S, and an international spec version which used a KKK L41 turbocharger producing 350bhp and was reduced to 1212 kg in weight (the ADAC GT version had to have ballast added to bring the car up to the 1350 kg minimum weight limit allowed by ADAC regulations). Along with the 964 Turbo RS these were the only Porsches to have been given the Turbo RS designation.

968 Clubsport
From 1993 through 1995, Porsche offered a lighter-weight “Club Sport” version of the 968 designed for enthusiasts seeking increased track performance. Much of the 968’s luxury-oriented equipment was removed or taken off the options list; less sound deadening material was used, electrical windows were replaced with crank-driven units, stereo and A/C systems were optional rather than standard, and the sunroof was not available. In addition, Porsche installed manually adjustable lightweight racing seats rather than the standard power-operated leather buckets, a revised suspension system optimized for track use, and larger wheels and tires. Club Sport models were only officially available in mainland Europe & Australia, although “grey market” cars found their way elsewhere.

A UK-only version called “968 Sport”, was offered for 1994 and 1995, and was essentially a Club Sport model with electric windows and door locks, standard seats and uphostery, stereo system and sunroof. At £29,975, the 968 Sport was priced £5,500 lower than the standard 968, but had most of the latter’s desirable “luxuries” and consequently outsold it by a large margin (306 of the 968 Sport models compared to 40 standard 968 coupés.

924S
In 1984 VW decided to stop manufacturing the engine blocks used in the 2.0 924, leaving Porsche with a predicament. The 924 was considerably cheaper than its 944 stablemate, and dropping the model left Porsche without an affordable entry-level option. The decision was made to equip the narrower bodied 924 with a slightly detuned version of the 944’s 163bhp 2.5 litre straight four, upgrading the suspension but retaining the 924’s early interior. The result was 1986’s 150bhp 924S. Porsche also decided to re-introduce the 924 to the American market with an initial price tag of under $20,000.

1987 saw Porsche release the limited edition 924S Le Mans. Available only in Alpine White or Black, it had uprated suspension and cosmetically upgraded interior and exterior. In Le Mans spec, the S’ 2.5 litre engine produced an additional 10bhp, taking the total to 160. The Le Mans also came with an electric sunroof as standard (normally an option). A total of 980 924S Le Mans were manufactured during the 1987 model year; 813 in black (the only colour available for the US market) and 167 white cars.

In 1988, the 924S’ final year of production, power increased to 160bhp matching that of the previous year’s Le Mans spec cars and the base model 944 (itself detuned by 3bhp for 1988). This was achieved using different pistons which raised the S’ compression ratio from 9.7:1 to 10.2:1, the knock-on effect being an increase in the octane rating, up from 91RON to 95. This made the 924S slightly faster than the base 944 due to its lighter weight and more aerodynamic body.

With unfavourable exchange rates in the late 1980s, Porsche decided to focus its efforts on its more upmarket models, dropping the 924S for 1989 and the base 944 later that same year.924S
In 1984 VW decided to stop manufacturing the engine blocks used in the 2.0 924, leaving Porsche with a predicament. The 924 was considerably cheaper than its 944 stablemate, and dropping the model left Porsche without an affordable entry-level option. The decision was made to equip the narrower bodied 924 with a slightly detuned version of the 944’s 163bhp 2.5 litre straight four, upgrading the suspension but retaining the 924’s early interior. The result was 1986’s 150bhp 924S. Porsche also decided to re-introduce the 924 to the American market with an initial price tag of under $20,000.

1987 saw Porsche release the limited edition 924S Le Mans. Available only in Alpine White or Black, it had uprated suspension and cosmetically upgraded interior and exterior. In Le Mans spec, the S’ 2.5 litre engine produced an additional 10bhp, taking the total to 160. The Le Mans also came with an electric sunroof as standard (normally an option). A total of 980 924S Le Mans were manufactured during the 1987 model year; 813 in black (the only colour available for the US market) and 167 white cars.

In 1988, the 924S’ final year of production, power increased to 160bhp matching that of the previous year’s Le Mans spec cars and the base model 944 (itself detuned by 3bhp for 1988). This was achieved using different pistons which raised the S’ compression ratio from 9.7:1 to 10.2:1, the knock-on effect being an increase in the octane rating, up from 91RON to 95. This made the 924S slightly faster than the base 944 due to its lighter weight and more aerodynamic body.

With unfavourable exchange rates in the late 1980s, Porsche decided to focus its efforts on its more upmarket models, dropping the 924S for 1989 and the base 944 later that same year.

924 Turbo
Porsche soon recognised the need for a higher-performance version of the 924 that could bridge the gap between the basic 924 and the 911s. Having already found the benefits of turbochargers on several race cars and the 1975 911 Turbo, Porsche chose to use this technology for the 924, eventually introducing the 924 Turbo as a 1978 model.

Porsche started with the same Audi-sourced 2.0 L I4, designed an all new cylinder head (which was hand assembled at Stuttgart), dropped the compression to 7.5:1 and engineered a KKK K-26 turbocharger for it. With 10 psi (69 kPa) boost, output increased to 170 horsepower (130 kW). The 924 Turbo engine assembly weighed about 65 lb (29 kg) more, so front spring rates and anti-roll bars were revised. Weight distribution was now 49/51 compared to the original 924 figure of 48/52 front to rear.

In order to help make the car more functional, as well as to distinguish it from the naturally-aspirated version, Porsche added a NACA duct in the hood and air intakes in the badge panel in the nose, 15-inch spoke-style alloy wheels, four-wheel disc brakes with 5 stud hubs and a five-speed transmission. Forged 16″ flat wheels from the 928 were optional.

Internally, Porsche called it 931 (left hand drive) and 932 (right hand drive), much like the 911 Carrera Turbo, which had been “Type 930″. These designations are commonly used by 924 aficionados.

The turbocharged engine allowed the 924’s performance to come surprisingly close to that of the 911 SC (180 bhp), thanks in part to a lighter curb weight, but it also brought reliability problems.

Intense heat in the engine bay lead to short turbocharger life and turbo-related seal and seat problems. To fix the problems, Porsche released a revised 924 Turbo series 2 (although badging still read 924 Turbo) in 1981. By using a smaller turbocharger running at increased boost, slightly higher compression of 8:1 and an improved fuel injection system with DITC ignition triggered by the flywheel, reliability improved and power rose to 177 horsepower (132 kW).

After a successful sales run of both naturally-aspirated and turbo models, in 1980 Porsche surprised everyone and release the 924 Carrera GT, making clear their intention to enter the 924 in competition.

By adding an intercooler, increasing compression to 8.5:1 as well as various other little changes, Porsche was able to develop the 924 Turbo into the race car they had wanted, dubbing it the 924 Carrera GT.

A 924 Carrera GTR campaigned by GTi Engineering in 1982 and 1982.Visually it differed to the 931 in that it had polyurethane plastic front and rear flared guards, a polyurethane plastic front spoiler, a top mounted air scoop for the intercooler, a much larger rubber rear spoiler and a flush mounted front windscreen. It lost the 931’s NACA duct in the hood but retained the air intakes in the badge panel. This more aggressive styling was later used for as motivation for the 944.

In order to comply with the homologation regulations, the 924 Carrera GT and later 924 Carrera GTS were offered as road cars as well, producing 210 and 245 hp (157 and 183 kW) respectively. Clubsport versions of the GTS were also available with 280hp, a factory included Matter rollcage and race seats. 924 Carrera GT variations were known by model numbers 937 (left hand drive) and 938 (right hand drive).

The ultimate development of the 924 in its race trim was the 924 Carrera GTR race car, which produced 375 horsepower (280 kW) from a highly modified version of the 2.0 L I4 used in all 924s. In 1980 Porsche entered 3 924 GTRs at the 24hrs of Le Mans they went on to finish 6th, 12th and 13th overall. In 1981 Porsche entered a 924 Carrera GTP which used a highly modified 2.5 liter I4, the same capacity as the forthcoming 944. This engine sported 4 valves per cylinder and a single turbocharger to produce 420hp. This last variant managed a 7th place overall finish and spent the least time out of any other car in the pits.

Production of the 924 Turbo ceased in 1982 except for the Italian market which lasted until 1984. This is due to the restrictions on engines larger than 2 liters, putting the 2.5 liter 944 into a much higher tax category.

In Brief
The 968 is a sports car sold by Porsche AG from 1992 to 1995. It took over the entry-level position in Porsche’s lineup from the 944, with which it shared about 20% of its parts. Ultimately, the 968 became the final model in an evolving line started almost 20 years earlier with the introduction of the 924.

History
Porsche’s 944 model debuted for the 1982 model year, was updated as “944S” in 1986 and as “944S2″ in 1989. Shortly after the start of production of the S2 variant, Porsche engineers began working on another set of significant upgrades for the model, as executives were planning a final “S3″ variant of the 944. During the development phase, 80% of the 944’s mechanical components were either significantly modified or completely replaced by the engineers, leaving so little of the outgoing S2 behind that Porsche management chose to introduce the variant as a new model, titling it 968. In addition to the numerous mechanical upgrades, the new model also received significantly evolved styling both inside and out, with a more modern, streamlined look and more standard luxury than on the 944. Production was moved from the Audi plant in Neckarsulm (where the 924 and 944 had been manufactured under contract to Porsche), to Porsche’s own factory in Zuffenhausen.

The 968 was powered by an updated version of the 944’s straight-4 engine, now displacing 3.0 L and producing 240 PS (236 hp/177 kW). Changes to the 968’s powertrain also included the addition of Porsche’s then-new VarioCam variable valve timing system, newly-optimized induction and exhaust systems, a dual-mass flywheel, and updated engine management electronics among other more minor revisions. The 968’s engine was the second-largest 4-cylinder ever offered in a production car up to that time. A new 6-speed manual transmission replaced the 944’s old 5-speed, and Porsche’s dual-mode Tiptronic automatic became an available option. Both the Variocam timing system and Tiptronic transmission were very recent developments for Porsche. The Tiptronic transmission had debuted for the first time ever only 3 years prior to the debut of the 968, on the 1989 Type 964 911. The Variocam timing system was first introduced on the 968 and would later become a feature of the Type 993 air cooled six cylinder engine.

The 968’s styling was an evolution on that of the outgoing 944, itself styled evolutionarily from the earlier 924, but elements were borrowed from the more expensive 928 model in an attempt to create a “family resemblance” between models, and the swooping headlamp design, inspired by those of the 959, previewed similar units found later on the Type 993 911. Along with the new styling, the 968 featured numerous small equipment and detail upgrades, including a Fuba roof-mounted antenna, updated single lens tail lamps, “Cup” style 16″ alloy wheels, a wider selection of interior and exterior colors, and a slightly updated “B” pillar and rear quarter window to accommodate adhesive installation to replace the older rubber gasket installation. Because some parts are interchangeable between the 968, 944 and 924, some enthusiasts purchase those parts from Porsche parts warehouses as “upgrades” for their older models.

Like the 944, the 968 was sold as both a coupe and a convertible. Much of the 968’s chassis was carried over from the 944S2, which in itself shared many components with the 944 Turbo (internally numbered 951). Borrowed components include the Brembo-sourced 4-piston brake calipers on all four wheels, aluminum semi-trailing arms and aluminum front A-arms, used in a Macpherson strut arrangement. The steel unibody structure was also very similar to that of the previous models. Porsche maintained that 80% of the car was new.

Historical significance
The 968 was Porsche’s last new front-engined vehicle (of any type) before the introduction of the Cayenne SUV in 2003 and was the company’s last front-engined sports car until the Panamera. Its discontinuation in 1995 coincided with that of the 928, Porsche’s only other front-engined car at the time.

In Brief
A sports car built by Porsche between 1982 to 1991. It was built on the same platform as the 924, although 924 production continued through 1988. The 944 was intended to last into the 1990s, but major revisions planned for a 944 S3 model were eventually rolled into the 968 instead, which replaced the 944. The 944 was a successful model and was available as both a coupe and cabriolet in naturally aspirated and turbocharged forms.

History
The Porsche 924 had originally been a project of VW-Porsche a joint Porsche/Volkswagen company created to develop and produce the 914 which was sold in Europe as both a Porsche and a Volkswagen. In 1972 a replacement for the Volkswagen version of the 914, code named EA-425 began development. The model was to be sold as an Audi as part of the VW-Audi-Porsche marketing arrangement. Although testing had begun in the Spring of 1974 Volkswagen decided to cancel the program due to the expense of production as well as the feeling that the recently released Volkswagen Scirocco would fill the sports coupe sufficiently. At the time Porsche was considering introducing their own water cooled front engine 2+2 coupe to replace the 912E and their model of 914 and Volkswagen’s cancellation provided an opportunity. Porsche purchased the design and finished developmental. The vehicle drove and handled exceptionally well and received positive reviews, but was criticized for the Audi-sourced 2 litre engine; Porsche introduced a Turbocharged 924 to increase performance, but the price was considered high for the time, which hampered sales. Rather than scrap the design , Porsche decided to develop the 924, as they had with generations of the 911; although model numbers would change, the 924 would provide the basis for its replacement.

Porsche re-worked the platform and abandoned the Audi engine, installing in its place a new all-alloy 2.5 litre straight-4 engine that was, in essence, half of the 928’s 5.0 litre V8, although very few parts were actually interchangeable. Not a natural choice for a luxury sports car, a four cylinder engine was chosen for fuel efficiency and size, because it had to be fitted from below on the Neckarsulm production line. To overcome the unbalanced secondary forces that make other four cylinder engines feel harsh, Porsche included two counter rotating balance shafts running at twice engine speed. Invented in 1904 by British engineer Frederick Lanchester, and further developed and patented in 1975 by Mitsubishi Motors, balance shafts carry eccentric weights which produce inertial forces that balance out the unbalanced secondary forces, making a four cylinder engine feel as smooth as a six cylinder. The engine was factory-rated at 150 bhp (112 kW; 152 PS) in its U.S. configuration. Revised bodywork with wider wheel arches, similar to that of the 924 Carrera GT, a fresh interior and upgrades to the braking and suspension systems rounded out the major changes. Porsche introduced the 944 for MY 1982 to great anticipation. In addition to being slightly faster (despite having a poorer drag co-efficient than the 924), the 944 was better equipped and more refined than the 924, it had better handling and stopping power and was more comfortable to drive. The factory-claimed 0-60 mph time of over 9 seconds (8.3 seconds according to “Porsche the Ultimate Guide” By Scott Faragher) was actually rather modest. The factory-claimed top speed of 130 mph (210 km/h) was also pessimistic, Autocar having verified a top speed of 137 mph (220 km/h)[verification needed]. The car had nearly even front to rear weight distribution (50.7%front/49.3%rear) thanks to the rear transaxle balancing out the engine in the front.[1] This gave it very balanced, predictable handling at the limits of adhesion.

In mid-1985 the 944 underwent its first significant changes. These included :- a new dash and door panels, embedded radio antenna, upgraded alternator (from 90 amp to 115 amp), increased oil sump capacity, new front and rear cast alloy control arms and semi-trailing arms, larger fuel tank, optional heated and powered seats, Porsche HiFi sound system, and revisions in the mounting of the transaxle to reduce noise and vibration. The “cookie cutter” style wheels used in the early 944s were upgraded to new “phone dial” style wheels. 1985 model year cars incorporating these changes are sometimes referred to as “1985B” or “1985 1/2″ cars.

In early 1989 before the release of the 944S2, Porsche upgraded the 944 from the 2.5 liter engine to a 2.7 liter engine with slightly more horsepower but a significant increase in torque. In addition to more displacement the new motor also had larger valves.

944 Turbo (951)
In 1985 Porsche introduced the 944 Turbo, a higher-performance variant, known internally as the 951 (952 for right-hand drive models). This had a turbocharged and intercooled version of the standard car’s engine that produced 220 hp (217 in the US) at 6000 rpm. The turbo was the world’s first car using a ceramic portliner to retain exhaust gas temperature. The Turbo also featured several other revisions, such as improved aerodynamics, strengthened gearbox, standard transmission oil cooler, wider wheels, and upgraded suspension. Major engine component revisions, more than thirty in all, were made to the 951 to compensate for increased internal loads and heat.
1987 Porsche 944 Turbo (US Model)

In 1988, Porsche introduced the 944 Turbo S. The 944 Turbo S had a more powerful engine (designation number M44/52) with 247 hp (compared to the standard 944 Turbo’s 217 hp) and 350 Nm torque (or 258 ft·lbf, versus 243 ft·lbf). This higher output was achieved by using a larger turbo housing on the exhaust side, and a remapped engine computer. In June 1988, Car and Driver tested the 944 Turbo S and achieved a 0-60 mph time of 5.5 seconds and a quarter mile time of 13.9 seconds at 101 mph (163 km/h). The intake manifold features an additional vacuum port for two total vacuum ports, but intake manifolds can be swapped between S and non-S cars.

The 944 Turbo S’s suspension was the then state-of-the-art “M030″ option consisting of upgraded Koni adjustable shocks front and rear, ride height adjusting threaded collars on the front struts, progressive springs, larger rear torsion bars, harder bushings throughout, larger 26.8 mm (1.1 in) anti-roll bars at the front, and chassis stiffening brackets in the front frame rails. The air conditioning dryer lines are routed differently to clear the front frame brace on the drivers side. The 944 Turbo S wheels, known as the Club Sport design, were 16″ forged and flat-dished, similar to the contemporary 928. Wheel widths were 7.5 inches (191 mm) in the front, and 9 inches (229 mm) in the rear; sizes of the Z-rated tires were 225/50 in the front and 245/45 in the rear. The front and rear wing edges were rolled to accommodate the larger wheels. The manual transmission (case code designation: AOR) of the 944 Turbo S had toughened first and second gears including synchros, standard external cooler (available on earlier turbos as an option, except 1985-1986 models, where it was also standard), and a standard limited slip differential with a 40% lockup setting. The Turbo S front brakes were borrowed from the Porsche 928 S4, with larger 4 piston fixed calipers and discs; ABS was also standard.

The 944 Turbo S interior featured full power seats for both driver and passenger, where the majority of the factory-built Turbo S models sported a “Burgundy plaid” (Silver Rose edition) but other interior/exterior colors were available. A 10 speaker sound system and equalizer + amp was a common upgrade.

In 1989 the ‘S’ designation was dropped from the 944 Turbo S, and all 944 Turbos featured the ‘S’ package as standard. The regular 944’s displacement was increased to 2.7 L.

944 S
In 1987, the naturally-aspirated 944 S (”Super”) variant was introduced. The 944S had a more powerful 190 PS (140 kW; 187 hp) version of the 2.5 litre engine with twin overhead camshafts and 16 valve heads. This marked the first use of four valve per cylinder heads in the 944 series. Performance was quoted as 0 – 100 km/h (62 mph) in 7.8 seconds and 230 km/h (140 mph) top speed.

Also in 1987, dual air-bags and ABS were introduced as options on the base model. Wheel offset was increased from 23 mm (0.9 in) to 52 mm (2.0 in) to provide clearance for the optional ABS brakes.

944 S2
In 1989 944S2 was introduced, and powered by a 211 PS (155 kW; 208 hp) 3.0 L engine. The 944S2 had the same rounded nose and a rear valance found on the Turbo model. The S2 was also available as a cabriolet, a first for the 944 line. Performance was quoted as 0-60 mph in 6.2 seconds (0-100 km/h 6.4 s), with a top speed of 240 km/h (150 mph) (manual transmission).

944 Turbo Cabriolet
In February 1991 Porsche released the 944 Turbo Cabriolet, which combined the Turbo S’s 250 hp (186 kW) engine with the cabriolet body. Porsche initially announced that 500 would be made; ultimately 625 were built, 100 of which were right-hand drive for the United Kingdom, Japanese, Australian and South African market. None were imported to the US.

End of the line
In early 1990, Porsche engineers began working on what they had intended to be the third evolution of the 944, the S3. As they progressed with the development process, they realized that so many parts were being changed that they had produced an almost entirely new vehicle. Porsche consequently shifted development from the 944 S3 to the car that would replace the 944 entirely, the 968. The 944’s final year of production was 1991; in 1992 the 968 debuted. The 968 was sold alongside the 928 through 1995, when both models were discontinued.

Although the Porsche 944 has become a rare sight on the street, it has proven to be successful and increasingly popular in amateur road course racing. The 944-Spec class caters to the 1983 to 1988 8-valve 944, and enjoys strong competition in racing events held by the National Auto Sport Association, as well as compatible rules that allow the same cars to race with the Sports Car Club of America, Porsche Club of America, and Porsche Owner’s Club.

In Brief
The 924 was produced by Porsche AG of Germany from 1976 to 1988. A two-door, 2+2 coupé, the 924 replaced the 914 as the company’s entry-level model, and was the model that finally retired the 912. It was the first Porsche model powered by a water-cooled, front-mounted engine to make production, although the similarly-configured 928 was designed before the 924. The front-engine, rear wheel drive arrangement was normal for most other manufacturers, but it was unusual for Porsche, who had previously only used mid or rear-mounted engines of a boxer configuration, all of which had been air-cooled.

The first official appearance of the 924 took place in November 1975 (as a press launch rather than a motorshow appearance) at the harbour at La Grande Motte, Camargue in the south of France. The model was a success and not only helped to take Porsche out of financial ruin, but created the revenue stream needed to continue building and developing the 911. The 924 was replaced by the 944 in 1983 in the US market, but continued to be produced until 1985 for other markets.

For the 1986 to 1988 model years the car acquired the powerplant from the 944 model and became the Porsche 924S.

History
The 924 was originally intended to be Volkswagen’s flagship coupé sports car. Volkswagen commissioned Porsche to design the car (VW project number 425), who developed a fresh chassis and transmission that would work with an existing Audi I4 engine. They also handled the suspension, and the interior and exterior design. Porsche decided on a rear wheel drive layout, and chose a rear transaxle to help provide 48/52 front/rear weight distribution. This slight rear weight bias, despite the front mounted engine, aided both traction and brake balance.

Due to growing concern over the 1973 oil crisis and a change of directors at Volkswagen, they put the 425 project on hold, eventually dumping it entirely after their decision to move forward with the Volkswagen Scirocco model instead. Porsche, which needed a model to replace the 914, made a deal with Volkswagen leadership, agreeing to buy the design for an undisclosed figure—some suggest 100 million DM, others say 160 million—but most agree it was less than the amount Volkswagen paid Porsche to design it.

The deal specified that the car would be built at the ex-NSU factory in Neckarsulm located north of the Porsche headquarters in Stuttgart, the Volkswagen employees would do the actual production line work and that Porsche would own the design. It became one of Porsche’s best-selling models to date, and the relative cheapness of building the car made it both profitable and fairly easy for Porsche to finance.

The original design used an Audi-sourced four-speed manual transmission for the 924 mated to VW’s EA831 2.0 L I4 engine, subsequently used in the Audi 100 and Volkswagen LT van and producing 95 horsepower (71 kW) in North American trim. This was brought up to 110 horsepower (82 kW) in mid-1977 with the introduction of a catalytic converter, which reduced the need for power-robbing smog equipment. The four-speed manual was the only transmission available for the initial 1976 model. An Audi three speed automatic was offered starting with the 1977.5 model.

European models, which didn’t require any emissions equipment, made 125 hp (93 kW). They also differed visually from the US spec model by not having the US cars’ low-speed impact bumpers and the round reflectors on each end of the body.

A 5-speed transmission, available starting in 1979, was a “dogleg” Porsche unit, with first gear below reverse on the left side. This was troublesome and was quickly replaced for 1980 with a normal H-pattern Audi five speed. The brakes were solid discs at the front and drums at the rear. The car was criticised in Car and Driver magazine for this braking arrangement, which was viewed as a step backward from the 914’s standard four-wheel disc brakes. However, four wheel disc brakes, five stud hubs and alloys from the 924 Turbo were available on the base 924 as an “S” package starting with the 1980 model year.

The overall styling was penned by Dutchman Harm Lagaay, a member of the Porsche styling team, with the hidden headlights, sloping bonnet line and grille-less nose giving the car its popular wedge shape. The car went on sale in the USA in July 1976 as a 1977 model with a base price of $9,395. Porsche made small improvements to the 924 each model year between 1977 and 1985, but nothing major was changed.

The late Jim Pasha, writing in both Excellence and PML magazines, described the 924 as “the best handling Porsche in stock form”.

While the car was praised for its styling, handling, fuel economy, and reliability, it was harshly written up in the automotive press for its very poor performance, especially in its US spec cars. With only 95-110 hp, rapid acceleration was simply not an option, but the Porsche name carried with it higher expectations. When the 924 turbo models came out, Car and Driver magazine proclaimed the car “Fast…at Last!” The later 924S had performance on par with the turbo, but at much improved reliability, and less cost. The 81 and 82 Turbos and the associated special variants are garnering interest in collector circles; however, the cars are quite scarce as of 2009.

968 Turbo S

Porsche briefly produced a turbocharged 968 sold as “Turbo S”, a fairly odd naming choice for Porsche which usually reserves the added “S” moniker for models that have been tuned for more power over a “lesser” counterpart, such as with the 911 Turbo which has infrequently been available in both “Turbo” and higher-performance “Turbo S” guise. Only 15 were produced in total and only for sale in mainland Europe. Tests conducted in 1993 produced a 0 to 60 miles-per-hour time of 4.7 seconds and a top speed of approximately 180 miles-per-hour, performance comparable to the much newer Type 996 911.