The 968 was Porsche's successor to the 944, a front-engined four cylinder 2+2 that had sold in huge numbers during the 1980’s. Subtly re-engineered from its predecessor, the 968 was an interim model until Porsche's new mid-engined Boxster arrived in 1996. By the early 1990's, Porsche's sales began to nose-dive dramaticaly as a recession took hold and Japanese GT's became the new best of class. The factory had lost its direction and the hangover continued well into the next decade with underdeveloped models, high profile racing blunders and an unfortunate image all taking their toll.

In many ways, the 968 seemed to embody this difficult period for Porsche, critics damning the car as overpriced, particularly as the firms once high standard of design had evaporated. Disappointing sales blighted the 968 from the outset, Porsche being forced to supplement the unimpressive Coupe and Cabriolet variants with factory hot rods that did little to change the publics appetitite for the car. Eventually, the 968 was discontinued 12 months ahead of schedule at the end of the 1995 model year. Based on the outgoing 944 S2, suspension was via MacPherson struts with alloy lower control arms at the front and semi trailing arms with torsion bars at the rear. The same four-piston calipers and Bosch ABS were used along with slightly thicker anti-roll bars and power assisted rack and pinion steering. Available in either Coupe or Cabriolet body styles, the latter featured a number of chassis inserts to compensate for the lack of a roof. Weights of 1370kg and 1440kg respectively were around 60kg heavier than their 944 predecessors. Two new variations of the sporty five-spoke Cup Design wheels were offered, 16-inch diameter rims coming as standard, 17-inch rims having been optional. Other cost upgrades included lowered Sport suspension that featured adjustable Koni shocks in place of the standard Sachs components, thicker anti-roll bars and larger 304mm front brake discs. The engine was derived from Porsche's three-litre Typ M44/41 water-cooled four as found in the S2. It was more powerful, had a flatter torque curve, lower exhaust emissions and improved fuel efficiency.

All this meant that although displacement remained unchanged at 2990cc (thanks to a bore and stroke of 104 x 88mm), output rose from 211bhp at 5800rpm to 240bhp at 6200rpm. Available with either a Typ G44/00 six-speed manual or the optional four-speed Tiptronic gearbox, the latter was an expensive addition that afforded the driver a choice of either clutchless manual or fully automatic shifting. This was at the expense of performance though and the Tiptronic system added an extra 60kg. Meanwhile, the new six-speed manual was a revelation, Variocam massively enhancing torque. Performance figures were respectable but not much more, the manual topping out at 156mph and sprinting from 0-60 in 6.5 seconds, the Tiptronic taking a tardy 7.8 seconds and reaching 154mph. Available from the outset as either a Coupe or Cabriolet, the 968’s bodywork was just a subtly re-worked 944 for the curve conscious 1990's. The front and back were restyled although for economic reasons, Porsche were still having to use the chassis tooling from the 944 and thus no significant proportional changes were made. Indeed, the new models ageing 944 ancestry was clearly evident from the dated side profile, especially those familiar rear three-quarter windows, the rear windscreen and spoiler. Inside, many of the fixtures and fittings were carried over from the S2, most obviously an almost identical instrument binnacle and dash. Disappointingly, neither full leather nor air-conditioning were fitted as standard, just rather cheap leatherette seats with cloth centres. Full and half leather trim were available from the options list.