We saw what kind of asking prices the 996 Porsche 911 is asking, and I really mean asking, but I still think it might be a sign as to what is to come with that generation. As with everything, the best and most desirable examples get snatched up first, then you make your way down the food chain at a rate that the market demands and of course the supply offers. Thankfully they made a ton of 996s in nearly every flavor, and most of those flavors as relatively appetizing. Today, we have the trusty “not a Turbo but kind of looks like one” Carrera 4S in the always popular Grand Prix White. Inside, black leather. Get one while you can, or still not worth it?
Tag: Grand Prix White
There are rare Porsches, and then there are rare Porsches. The 968 Turbo S is a car that very few will ever get to see and a fair amount of Porsche enthusiasts in the U.S. don’t even know exists. The ultimate streetable front-engined Turbo coupe from the end of the run, the Turbo S took the old 2.5 8V turbo inline-4 to new heights of power by utilizing the newer S2/968 3.0 block with the earlier 944 Turbo S bits on top. Power reached over 300, a healthy bump over the existing 944 turbo and 968 16v. But there were only a handful made – around 14 between racing and street versions, making it one of the rarest Porsches ever made. This means you’re not likely to see one anytime soon – making the prospect of owning this replica much more appealing:
CLICK FOR DETAILS: 1994 Porsche 968 Turbo S Tribute on eBay
After just covering Ryan Snodgrass’s excellent Carrera 2.7 history, I thought it would be fun to look at a 1:1 scale example. As I mentioned in the book review, the impact bumper cars replaced the long hood design for 1973. Porsche carried over much of what had made the 911 Carrera RS great in the new G-Body Carrera 2.7. The suspension and 911/83 engine were largely unchanged and though the appearance was updated, it was still the same unmistakably Porsche silhouette. Out of roughly 198,500 G-Body 911s, a total of 1,633 of these ‘Euro Carreras’ were produced and like all things air-cooled, they’re not exactly cheap today. But given that the look and experience is most of what the classic RS was, they’re a whole lot more affordable:
CLICK FOR DETAILS: 1975 Porsche 911 Carrera MFI on eBay
It would be easy to assume that the ’92 Carrera Cup USA was a turned up version of the RS America, but actually it shared more DNA with the European market Carrera RS. Porsche intended to continue the trend of its successful 944 Cup and 944 Turbo Cup support series races with a 911 Carrera Cup in the U.S., but after luring 45 buyers and converting 25 to full race spec by Andial funding for the series fell through. Many of the Andial-converted cars were then returned to full road-legal spec and the legend of these lightweight 911s has been circulating ever since.
he RSA was actually the least expensive 911 version in showrooms in the early 90s too, while the Cup was a substantial 20% premium. Why? Well, it was a lot more than just removing a few extra items. While the RS America lopped 70-odd pounds off a standard C2, the Carrera Cup was 200 lbs lighter. The Cup wore bigger 24mm 5-way adjustable front/ 18mm 3-way rear sway bars, stiffer progressive-rate springs that were 50mm front/45mm rear lower than a standard car, aluminum hubs, ball joint upper spring mounts, and Bistein rear shocks. The engine was the M64/03 rather than the RS America’s M64/01, and featured a lightweight flywheel, only one accessory belt, a remapped DME and solid rubber mounts to channel more of the extra power to the ground. The Cups had a lightweight battery and master electrical shutoff, along with a more simple carpet and rear shelf layout. The gearbox was also different, as the Cup for the G50/10 with longer first and second gears, hardened synchros and mounts, and a standard variable locking differential. Brakes? Yep, different too – the Cup wore Turbo calipers with 322mm front vented and cross-drilled rotors. They kept the standard retracting rear spoiler rather than the RS America’s fixed unit, but had no undercoating and thin glass as well. These were racers through-and-through. And today, they’re not cheap:
CLICK FOR DETAILS: 1992 Porsche 911 Carrera Cup on eBay
Although it certainly added up to more than the sum of its parts, on paper the Porsche 968 was a bit lacking compared to most of its competition. For example, for $2,000 less than the base price of a non-Sport package equipped 968, you could get a twin-turbocharged 300 horsepower Nissan 300ZX packed full of the latest technology. Or the also twin-turbocharged Dodge Stealth/Mitsubishi 3000GT VR-4 twins. Or the sublime turbocharged Mazda RX-7. And while the Supra Turbo came at a higher price, its performance was also on another level. One thing was clearly missing from the 968 package in order to compete.
Porsche’s Motorsport department, under the leadership of Jurgen Barth, solved this problem in 1993 by offering a turbocharged version of the 968 Clubsport. The 16V head was dropped for a development of the 944 Turbo S head and turbo, but the car retained the 3-liter bottom end. This comprised the M44.60 engine. The result was 305 horsepower and 368 lb.ft of torque. Unlike the 944 Turbos, the 968 Turbo S also got the 6-speed manual (G44.01) and 75% locking differential out of the Clubsport, too. Outside, an homage to the 924 Turbo came in the form of twin NACA ducts on the hood, and the Turbo S gained a huge spoiler in the rear with an adjustable center plane. The Turbo S also nabbed 911 goodies in the form of Turbo brakes and 3-piece Speedline wheels. The Clubsport’s 20mm lowered suspension was dropped even further. For good measure, Porsche Motorsport chopped another 45 lbs off the already lightened Clubsport, too. They featured the lightweight Clubsport interior, no rear seat, and few options. The performance figures were reportedly good enough to best 911 Carrera 3.8 RSRs of the period.
As well as anyone can figure, Porsche only constructed 14 968 Turbo Ss – 11 ’93s (VINS ending 061-071) and 3 ’94s (VINS 001, 061, and 062). Because they’re so rare and were never sold in America, in fact, even some Porsche fans on this side of the pond aren’t aware of their existence. They don’t come up for sale very frequently, but -001 is available right now: