For the first four years of its manufacture, the Porsche 968 coupe served as the “entry level” Porsche. With its new low base sticker price of $39,950 ($39,850 for 1992 only), it was advertised as a “cheap” sports car when it was originally released. The full range of factory-based options from Porsche as well as several external and interior color options were available for 968 coupes built to North American specifications. Only 99 NA 968 coupes had the unusual M030 sport suspension kit installed. There were only six made without the sunroof, and the NA 968 coupe also lacked a cassette player or console door.
2,234 of the 4,242 North American 968s produced—or 53 percent of the total run—were coupes.
The NA 968 coupe’s production is broken down by model year as follows:
Each model year series’ first sixty VINs were set aside by Porsche for internal usage.
September 1991 marked the beginning of the North American 968 coupe’s production, which lasted until October 1994. In contrast to the cabriolets, 60 genuine 1995 North American 968 coupes were made between July and October of 1994. The final model in the series was this 1995 model. The last North American 968 coupe built, SS820319, had a black exterior and an interior made of black, and it was exported to Canada.
It is not surprising to learn that manual transmission 968 coupes made up 81% of the North American production, especially when you take into account how the tiptronic transmission affects performance and how much more expensive it is. The 968 Tiptronic coupe had a basic price of $43,100 ($43,000 even in 1992).
The United States market was the primary market for the majority of the North American 968 output. With a Canadian package, only 5% of the NA manufacturing coupe run was intended for Canada. The C36 Canadian emissions package, option code 139/340 dual heated seats, option code 288 headlight washers, and the kilo-speedometer were all included in the bundle. Three NA 968 coupes had emissions built to German standards. Remember that just because a 968 was made for North America doesn’t mean that it was necessarily marketed there. The cars might have been abandoned in Germany or harmed during shipping and never sold. That explains why the production statistics and the actual PCNA sales data do not balance.
Over the course of its four-year manufacturing life, the North American 968 was available in 33 factory exterior colors, but because to the market’s conservatism, Black/Red/White models made up 65% of coupes and 61% of cabriolets. Nevertheless, some of the 968s with more “strange” exterior colors, such as a few unique “color to sample” cars, were made. Below is a list of the 968 coupes’ production statistics broken down by exterior color options and popularity. A picture of a 968 in the appropriate color is also supplied.
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911 Porsche
Between 1991 and 1995, the German automaker Porsche AG produced the Porsche 968 sports vehicle. It was the culmination in a line of front-engine, rear-wheel drive, water-cooled cars that had started almost 20 years earlier with the 924. It replaced the 944, with which it shared around 20% of its parts, as the company’s entry-level model. The 968 was Porsche’s final brand-new front-engined car before the SUV Cayenne debuted in 2003.
Observed on the Street: Porsche 968 cabrio
The Porsche 968’s primary function was to gracefully usher in the venerable 944 during its unusually brief production run, which spanned from 1992 to 1995. In that regard, it served as the pinnacle of the 924 and 944 series, providing a final redesign that benefited from the platform’s best evolutionary advancements, which itself date back to the mid-1970s. In reality, the slogan “Evolution, Not Revolution” appeared in the car’s advertising campaign.
There is an excellent reason why you haven’t seen a 968 in a while: Only 12,776 examples, available in coupe and convertible body styles, as well as many extremely limited-edition models, such the Club Sport, left the factory over a four-year period. The 968 is rare even among the relatively low numbers of Porsches sold in the U.S. each year, with just under 2,000 instances of each model sold in the U.S. and Canada for each of the first three years of manufacture and just under 700 vehicles for the last 1995 model year. Less than 4,500 of the total examples were purchased in the US.
Let’s not forget that German luxury car sales in the early 1990s were still struggling to recover from the effects of the recession, so it makes sense that those with the means to purchase Porsches preferred the 993 model over the 928 (which remained in production through 1995) or the 968. When compared to what they currently offer, they were also highly pricey and faced intense competition from far less expensive Japanese versions. However, depending on the year, U.S. sales ranged from around 25% to about 50% of yearly 968 production.
With the advantage of 25 years of experience, how has the model held up? The 924 and 944 roots are still highly noticeable, making it likely that anyone unfamiliar with this model range won’t be able to distinguish between the four non-911 versions. Because of how the front fascia looks, the 968 can still be mistaken for a 928 rather easily. This may have sustained demand at a reasonable level at the time because the 968’s looks were not radically novel and it was also quite pricey. Early in the 1990s, used 944 and 924 automobiles attracted anyone who lacked the Deutschmarks to purchase a 993, and both types were consistently available on the secondary market.
Speaking of Deutschmarks, the exchange rate at the time ensured that a new 968 cost around $42,000, which, after accounting for inflation, translates to an outrageous $76,000 today. That applies to a Porsche with four cylinders.
The Boxster, which debuted a year after 968 manufacturing ended, was the sub-911 Porsche that the firm truly intended to introduce. This helped to lower demand for the 968 in its final model year. Design-wise, the Boxster and the 968 stood in stark contrast to one another, and the Boxster rapidly began competing for the wallets of those who profited from the late 1990s economic boom.
Today, though, the 968 is the vehicle we look forward to seeing on the road rather than an early Boxster.
Ramey, Jay
For his own personal use, Jay Ramey has been drawn to the more adventurous end of the reliability spectrum because he spent his childhood around really unusual European cars.
What a 1992 Porsche 968 Coupe is currently worth
Because it debuted a year after 968 manufacturing ended, the Porsche Boxster helped to lower demand for the 968 in its final model year. The Boxster was the sub-911 Porsche that Porsche really intended to establish. But nowadays, seeing a Porsche 968 on the road makes us happier than seeing an early Boxster.
Even while 968 coupes are currently more sought-after than cabriolets, this wasn’t always the case. A cabriolet was worth approximately 20% more than a coupe before the January 2018 HPG update, but after the update, the coupe was worth about 7.5 percent more. From a driving perspective, it makes sense to choose the coupe over the cabriolet because it is firmer and handles better.
Porsche made the 968 between 1992 and 1995. It has been the focus of a protracted mystery movement that has gained significant momentum recently. It’s better to be late than never, people. The 1992 Turbo RS sold for $346,000 at Amelia Island in 2012, although that Porsche 968 has a long history in international racing. A more “typical” 1994 Porsche 968 sold for $61,040 on January 17 in Scottsdale.
The Porsche 968 was an expensive car when it was brand-new, but the high quality of its fit and finish made up for the cost. Due to their fully galvanized steel bodywork and strong engines that may run for 200,000 miles or more, these cars will be in good condition for today’s enthusiasts. Front-engine Porches like this one are a common specialty, and components are easily accessible. The price of high-end, high-spec vehicles has increased significantly in the recent year. The car has a Stuttgart insignia on the hood and is, overall, balanced, fast, and comfortable.
Production & Sales Units for the Porsche 968
With only 12,780 units built (as opposed to 170k+ 944s) during the course of its 1992–1995 production period, the Porsche 968 had low sales. As predicted, the coupe outsold the convertible, and the 968 CS also did well. Given how fantastic this car was, it is regrettable that more weren’t produced.
For the first four years of its manufacture, the Porsche 968 coupe served as the “entry level” Porsche. With its new low base sticker price of $39,950 in the United States, it was advertised as a “cheap” sports car when it was originally debuted. Although sales began out rather well, they did not go nearly far enough to support maintaining the model in production.
For the 1992 model year, production commenced in August 1991, but press and public opinion were divided. Porsche would have expected to sell three times as many 3,260 Coupes and 2,093 Cabriolets as were made in year one, but sales were disappointing. Even worse, only 1,871 coupes and 1,045 cabriolets were produced for the 1993 model year. During the 1994 model year, when 1076 Coupes and 869 Cabriolets were produced, production numbers continued to drop.
Porsche Cars Great Britain asked for a Sport variation that fell between the Club Sport and ordinary 968 Coupe in order to boost demand in the UK. Porsche chose to essentially pull the 968 off the market one year earlier than anticipated due to lackluster sales. 367 Cabriolets and 258 Coupes were exported to the United States for the 1995 model year.
What year was the Porsche 968 produced?
When fitted with a manual transmission, the 968 has a top speed of 252 km/h (157 mph) and a 0-100 km/h (62 mph) acceleration time of 6.5 seconds.
A Porsche 968 is priced at how much?
The 968 is rare even among the relatively low numbers of Porsches sold in the U.S. each year, with just under 2,000 instances of each model arriving in the U.S. and Canada for each of the first three years of manufacture and just under 700 vehicles for the last 1995 model year.
A Porsche 928 costs how much?
A vehicle with a rating of less than 50 is trailing; a grade of more than 50 indicates above-average appreciation. It is not possible to predict future collectability using the HVR. The Porsche 968 now has a Hagerty Vehicle rating of 72, an increase from 68 previously. That places it ahead of 1136 automobiles and ties it for 128th place.
A Porsche 944 is what?
A 90-degree cylinder arrangement water-cooled V8 engine was used to power the 928 vehicles. The power unit’s displacement was raised from its original 4.5 liters to 5.4 liters. The transaxle principle was used to convey power.
What kind of engine was in the Porsche 928?
Porsche introduced the mid-engine to series production with the 914 fifty years ago. The Porsche 718 Cayman GT4 and the 718 Boxster Spyder are two of the most recent models with the engine in front of the rear axle.
Porsche may have produced a 968 Turbo.
And it’s safe to say Porsche had mastered it by the time the 968 made its final appearance in 1995 and was replaced by the mid-engined Boxster, a design Porsche had only dabbled in to a limited extent.
The Porsche 968 is a collectible, right?
Porsche equipped the 968 Turbo S with a unique engine that produces 369 lb-ft of torque at 3000 rpm in addition to 305 horsepower, which is amazing for a four-cylinder. Performance was also stated as having a 0-60 time of 4.7 seconds and a top speed of 175 mph.