Back in the day (here defined as when it was assumed we could drive our cars without 17 cameras in every angle), Porsche was a sports car company with a far larger focus on the 911 than today. SUV’s and other, strange four-door creations were still far from the drawing board, but the company was actively trying not only to diversify away from the 911, but more or less to kill it off. I’ve written about this several times, notably in my posts on the Porsche 928 and 944 respectively, four years ago.

As part of that strategy, it was precisely the Porsche 944, launched in 1982, that was to help where until then, the 928 had failed, and it definitely had a lot going for it. It looked modern in a well-designed and quite practical body, including the pop-up headlights that were mandatory in the 80’s. Especially in later years as it evolved, it was also able to shake off most of the Audi vibes its lesser predecessor, the 924, had given it, at least in the eyes of some. For the purists, that was of course not good enough, as it only had a four-cylinder engine that wasn’t even air-cooled.

In spite of that, the 944 continued to evolve with a second series, called S2, launched in 1989, which brought both more power and a far nicer interior. Also, during the S2’s short lifetime of only three years, production was finally moved from the Audi plant in Neckarsulm, Germany, to the Porsche plant in Zuffenhausen near Stuttgart. All that didn’t really help though, as when S2 was discontinued in 1991, it still hadn’t been as successful as Porsche had hoped. And by now, its basic design started to look dated, especially the front and back which went back more than 15 years to the original 924 from the mid-70’s.

Porsche decided to give it one more shot in a Mark III version, internally called the 944 S3. In the eleventh hour, the decision was however taken to change the car more than what had been originally planned, so that when it was launched, Porsche felt it deserved a completely new name – the 968. The exact logic behind the numbers isn’t fully clear, more than Porsche wanting to de-emphasize the connection to the 944, while reinforcing the similarities with the 928 and thereby perhaps also create a positive vibe around the latter.

Was this a lot of marketing talk, or was the 968 different enough to motivate the new name? Actually, if you look a bit closer as we’ll do below, I would claim it was. The 968 brought updates in several areas that taken together made it a far more modern car. Prospective buyers obviously felt differently and the 968 was never more of a commercial success than the 944 S2 had been. Fast forward 30 years however and it’s become quite an interesting proposition, as we’ll see.

To start with the exterior, there’s no doubt the 968 took after its bigger sibling, the 928. The pop-up headlights were round and the front spoiler looked the same as on the flagship. The rear was completely re-designed and given completely red rear lights, considered highly modern at the time. The interior was however left pretty much alone as since the S2 revamp, it was fully modern and actually an interior that has stood the test of time really well.

The bigger changes were however in the drivetrain, where firstly, thanks to the transaxle construction with the gearbox in the back, the weight distribution pas practically 50/50 (this had obviously been a feature of the 924 and 944 as well). Also, that gearbox was now a new six-speed, replacing the five-speed box of the 944. There was also an automatic option, that we won’t go into more than that. The basis of the engine was not the 944 Turbo but rather the “normal” S2 engine, here as a 3-liter inline four-cylinder with about 240 hp. It was the first Porsche engine to feature Variocam, a system for variable valve timing, improving both performance and efficiency.

This made the 968 less powerful than both the 911 and its predecessor, the 944 Turbo, which in its last iteration had 250 hp, but also less prone to failure than the latter. And in the early 90’s, 6.5 seconds to 100 km/h was still a respectable time. Above all though, the 968 conveys a true Porsche feel of the time in terms of how it drives, less powerful but more predictable than a 911, and much more light-footed and sporty than a 928. Unsurprisingly the 944 Turbo has more low-rev torque, whilst the 968 as naturally aspirated, has a broader performance range and enjoys being revved.

To prove how good the engine really was, Porsche took it to the Nardo circuit in Italy in the spring of 1992, and drove it flat out for 24 hours. Including fueling stops, the 968 covered a distance of 5566 km, equivalent to an average speed of 232 km/h. Try doing that with an EV!

There’s thus no doubt that the last evolution of the 944 was a pretty big and important one, something I was reminded of when seeing a 968 on the street the other day, and being struck by how good and relatively modern it looked. I did what I’m sure you all do, i.e. checked how much they are these days. To my surprise, it turns out that a nice 968 can easily be yours for around EUR 30.000, with the convertible costing 40-50% more. Somewhat surprisingly, the 944 Turbo is in the same price range as the 968 convertible. As a small comparison, the cheapest 911 of the same age will cost you three times that, and whereas a 928 will be yours for maybe EUR 50.000, it will be much costlier to run than a 968. As will a 911 for that matter, which is also far less practical.

If you have room in your garage and if you still feel confident driving a car without cameras and emergency braking, then you know what to do. And don’t wait too long, as 968’s, of which less than 13.000 were built between 1991 and 1995, are starting to become really rare. The 968 is definitely a real Porsche, and it’s no doubt the best version of the 944 series. It’s both modern and practical enough to be used more than on an occasional Sunday, and all this for a price that is lower than that of a Chinese EV. That makes it really difficult to say no to!