The Porsche 968 is a rare, sought after model in the Modern-Classic Porsche range - the ultimate evolution of a long line of well respected sports coupes. It has excellent road manners, and a good power to weight ratio. Well cared for examples sometimes pop onto the market place and represent a very good purchase with the Porsche 968 club sport as the most sought after of the 968 line. The 968 Turbo S was produced for a limited time and is the rarest and most powerful of the 968, 944 and 924 family, but they are rarer than the 964rs.
Driving the 968 feels similar to the 944 but with better pick-up/throttle response, sharper handling and updated cabin furniture - the 968 is a joy to pedal down a twisty, dark lane - a car that will give the driver bags of confidence even in the worst driving conditions. What the 968 offers is great sports car handling, practical loading with the hatched boot & fold down rear seats, plus good economy on a cruise.
The Porsche 968 represents the ultimate evolution of the front engine 'BIG 4' cylinder sports coupe. It has the looks and the grace of the gods of handling and great pace from the evolution of the twin cam, four cylinder, all alloy engine, with its twin contra rotating balance shafts.
The camshaft chain and tensioner shoe require inspection and renewal on the 968 - this is also a good time to check the sprocket teeth on the camshafts which are prone to wear from the additional movement & tension caused from the variable cam timing. Braunton suggest this maintenance is conducted at no more than 100k miles.
Porsche produced the 968 Turbo S in a limited number - was it limited by the management at Porsche who recognised the '68 Turbo as a threat to the performance figures of the flagship 911? Or was it the weakness of the multi-valve head coupled to the high boost of the turbo which halted this model in its infancy - Debate..? Here was the ultimate 968, a well balanced Porsche, with an abundance of power to challenge the big guns from other manufacturers.
Most 968s are not covering a great annual mileage these days and the service interval for the engine belts can be misinterpreted by owners. Braunton suggest belt replacement every four years regardless of mileage. Dave mentions: "We have taken cambelts and balance belts from cars which have covered maybe only 5000 miles over 5 years, to find the belts show minor splits in the rubber."
The belts are also at risk when a vehicle is infrequently used - the belts being wrapped around the rollers & water pump for months at a time - the belt seems to mould itself to the shape of the rollers. Changing the belts every four years is key to preserving the engine - it is an interference engine - i.e. the valves will interfere with the top of the pistons if the engine timing is lost due to belt failure.
Braunton Engineering offer 968 expertise to owners living in Devon, Cornwall, Somerset, offering a labour rate of £55/hour+vat.