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I would like to get to know the history of these 968’s a bit more in depth. Do you have the possibility to contact me on my mail? would be highly appreciated!
I would like to get to know the history of these 968’s a bit more in depth. Do you have the possibility to contact me on my mail? would be highly appreciated!
Oh and perhaps also a small update on the tires. Ran Toyo Proxes T1 Sport in the past and was overall pleased with them until I went to Spa-Francorchamps… The heat and rough (grippy) track surface didn’t agree with them. I have, since then, switched over to Michelin PS2 and I’m very pleased with this upgrade. Overall grip improved, even in very wet conditions. Even had to dodge an out of control Audi Q7 on a soaking wet highway last year, but the car remained as composed as ever. Although I haven’t taken them to a track yet…
Nothing is known about this car, except that it was imported from Japan in 1981 and ended up with Andy Davies, of Coventry. Davies fitted a 993cc Ford Crossflow engine for hillclimbing at Brooklands (developing 80 bhp), but the car was sold on to Tony Merrick, who ran a white 968 CS at the 1983 Salisbury Speed Trials, recording 117.816mph in the flying kilometer, with a terminal speed of 141mph after 330 yards. The car is believed to have been sold to Chris Turner who fitted a 2 litre Lotus turbo engine producing around 400 bhp and ran it in hill climbs.
It then passed to Dave Osborne, who ran a 2.3-litre turbocharged engine and alloy panels in the Flying Kilometre at Salisbury on 12 June 1985 recording 130.292mph, with a terminal speed of 148mph after 330 yards (the fastest kilometre ever for any 968 CS), and recorded 122.057mph in the flying mile on 6 July 1985. The JDM CARS has since passed to Peter Clewes, who ran a 2.3-litre turbocharged engine at the 1989 Druids Speed Trials on 20 June recording 131.386mph with a terminal speed of 158 mph after 330 yards.
It has been a while since I last visited rennlist. But yes, I still own and absolutely love my 968 Club Sport. Other cars, like an Elise S1 111S, have come and gone but the CS (together with a Toyota GT86 as a daily and a MX5 NA as sunbeater) is a keeper. A few years ago I wrote the following article about the CS for DRIVR.be (in Dutch) but here you can also find the English version. It hope it might be an interesting/pleasant reading. https://drivr.be/2020/06/08/langeduu...968-clubsport/
LONG-TERM TEST: PORSCHE 968 CLUBSPORT
The 968 CS saw the light of day in the summer of '92 - being the start of model year 1993 at Porsche - and ran only briefly, until model year 1995. The starting point, of course, was the 968 launched a year earlier. With the same basic ingredients, an atmospheric 3-litre four-cylinder (!) of 240 hp and a clunky 305 Nm, a six-speed manual transmission and a perfect 50/50 front and rear axle distribution. The latter was achieved thanks to the transaxle layout, with the engine at the front and the gearbox at the rear axle. The addition CS and the thinking - less equipment and thus weight for less money - was recovered from the 911 3.2 Carrera CS that ran off the assembly line from '87-'89.
Less = more
As with that 911 3.2 CS, weight savings amounted to a good 50 kilograms compared to the regular base model. If compared to a well-equipped 968, with air conditioning, seat heating and so on, the difference even ran to at least 100 kilograms. So bye to the two airbags and hello small three-spoke sports steering wheel of 363mm diameter. Gone too were the rear seats, central door locking, electric windows, rear window wiper and much of the sound and engine insulation. The door trim again became the simplistic variant from the 944. The analogue clock disappeared equally and was replaced by a digital variant with lap timer. But the wiring harness was also simplified, the alternator and battery smaller. Even the windscreen fluid reservoir was reduced in size. Cooling was via a single cooling fan. There was no longer a lock for the boot lid, it could only be opened by means of a lever at the height of where the rear seat should be. The seats were replaced by lighter ones, either by the fabric-covered bucket seats from the 911 964 Carrera RS or by slightly more comfortable - but still light - ones. The CS was always entitled to a modified, 2cm lowered, suspension, 17-inch rims and a rear spoiler in body colour.
Bargain
Colour choice was initially (during model year '93) limited to 'grandprixweiß' (908), 'schwarz' (741), 'maritimblau' (38B), 'indischrot' (80K) and 'speedgelb' (12G). Only from the '94 model year onwards, other colours became possible at extra cost. It is also from then on that you see, for example, 'irisblau' popping up or, as in this case, 'oak grün'. From '94, the Cup I rims were traded in for the, by the way, lighter Cup II rims with rounded spokes. In the UK, the range was further complemented in July '94 by the Sport, a more comfortable four-seater Clubsport. Optionally, the Clubsport could also be further dressed up with comfort items, but why on earth would anyone do that?
For all this, one had to pay just 1,550,000 BEF, some 38,400 euros, in Belgium during model year 1993. The regular 968 coupé - with a starting price of 2,020,000 BEF - cost a good 10,000 euros more. Not to mention the 911 generation 964, which still had to make do even with a five-speed gearbox. The 964 Carrera 2 with only 10 hp and 5 Nm more was listed in the brochure for 2,620,000 BEF, some 26,500 euros more than the 968 CS. The circuit-tuned 964 Carrera RS with 20 hp and 9 Nm more was even twice as expensive (BEF 3,180,677)... For your information, the thicker M030 stabiliser rods, more powerful brakes, adjustable suspension and limited slip differential were on the 968 CS option list for a mere EUR 1,500. Driving pleasure at Porsche would never again become so attainable.
Successful, except in sales
Not entirely unexpectedly, the 968 CS soon found its way onto circuits. On the one hand, with specific 968 CS championships in Germany and Spain. By the way, the German championship also passed in Zolder (anno '93 and '94) and in Spa-Francorchamps ('94). But also with participations in the 24 Hours of Spa and the Nürburgring. For instance, the Belgian Frédéric Bouvy finished 22nd at the 1993 24 Hours of Spa aboard a CS, thanks in part to a superb qualifying time of 2:52. Even on the other side of the world, the 968 CS saw track asphalt. In Australia, the CS took the first two places in the 'Sandown 6 hours', a race for series sports cars. Although the competition included top cars like the Honda NSX and the Mazda RX-7. In the UK, the 968 CS was not only successful in the Porsche Club GB Championship at the time, even in 2016 a CS made it to the overall winner in the AMOC Intermarque Championship, despite competitors such as the 911 964 and 993, Ferrari F355 and Aston Martin V8 Vantage.
But it was mainly the press that praised the 968 CS and gave it special status. Autocar & Motor named it "Best Car of the Year 1993" and at Performance Car it was awarded the title "Performance Car Of The Year". In the latter case, the CS ranked first among all 9 voters, which is unique. EVO got behind the wheel again some years ago and claimed that the magic had been preserved, putting it in a of list of 'best handling icons' with the Caterham Seven, the original Lotus Elan and the E30 M3. In which the CS was even seen as an evolution of that E30 M3, with more grip, lower centre of gravity and more pulling power.
All the positive reactions from the press put Porsche back in the spotlight in a positive way through financially difficult days for the brand. But it didn't bring in much money. After just under three years of production, the plug was pulled on all models not named 911 during '95. A 968 CS convertible was briefly considered but was never commercialised. The 968 CS thus stuck at barely 1,538 units, having produced fewer of them than the 911 964 Carrera RS and even only slightly more than the Ferrari F40...
Behind the wheel
In early 2013, I was looking for a sporty youngtimer. At the top of the list were three 911s, being a 993 Carrera (4), 964 Carrera 2 or 996 GT3 MKI, with the E30 M3 on the fourth scaffold. After several disappointing visits, a 968 CS then came to mind. Several connoisseurs around me had been pleading for some time that I include it in the shortlist. Referring to their pleasant experiences and with the strongest argument; why consider a four-cylinder BMW but not a four-cylinder Porsche? The rest is history. One Saturday in early May '13, I walked into an Antwerp courtyard and was greeted by a 968 CS in the unique oak grün. The evening sun made the colour look even better, I was immediately sold....
The honeymoon period, however, was a disappointment. Coming from modern cars, the heavier steering in regular traffic stands out as well as the lack of handy 'gadgets' we have become so used to. Think of central door locking or air conditioning to name but two. Because yes, with that bulky rear window, it can get very hot in such a transaxle. However, the fault lay with myself and not the car. I was using it completely wrong, as if I were diving into the mud with a racing bike. Only when I took the CS out for bits of Ardennes, Luxembourg or Eifel tarmac did the magic emerge. Even the road there is relatively relaxing thanks to the torquey, creamy and quiet engine, so you can start fresh and relaxed to attack some fun corners.
Slow in fast out technique
Biwause Indeed, it is only at eight tenths of its ability that the CS really comes alive, with the transaxle dancing from corner to corner with a delightful balance. The steering feels sharp, the gearbox works with great feeling and precision, and those otherwise somewhat long pulls no longer stand out. All the controls form a harmonious whole at speed, from the small steering wheel your hand falls precisely on the short shifter and the pedals invite the better footwork. The limits seem so far away and the M030 anchors inspire such confidence that even by today's standards, I wouldn't dare wish for any other car on such roads. The 'slow in fast out' technique of the old 911s is not a necessity here and the tricky nature of mid-engines is also completely absent, the 968 CS can be thrown into a corner at speed with confidence. As a day-to-day car or classic for strolling, the 968 CS - especially with the more radical M030 suspension - is hopeless, but as a driving machine, it is still absolutely top-notch almost 30 years on.
I know I'm preaching to the choir here, but I just can't understand how people can't love the look of these cars. They're great from all angles, and look good in any color I've ever seen them in. This particular car is just fantastic, kudos on keeping it so nicely preserved, even while enjoying it as it was intended to be.
Hi, Since you last visited I have made much progress on my 968 CS database. Although not completely finished I can tell you the following:
Your car is #878 of the 1,538
Your car is #82 of the 464 1994 CSs
Your car is 1 of 2 Code 99 Color to Sample metallic CS coupes.
Your car was originally equipped with the comfort front buckets as many CSs were. Do you still have them?
Your car has a production date of October 4th, 1993.
Your car has the 650 sunroof.
Your car does not have AC or the M030 suspension option.
I will have all the CS summary statistics up on 968register.org by the end of the year.
Correct, I still have all the original parts. I've upgraded the car to M030 brakes (even found the correct spindles at the front) and anti-roll bars. Suspension is a KWV3 and the exhaust a Cargraphic NGT.
Only upgrade I might undertake next is placing the Recaro Pole Position in Pepita, I believe that might suit the Oak Green exterior...
01-13-2016, 05:45 PM
