1995 Porsche 968


For 1995, the Porsche 968 continues as Porsche's most affordable sports car. The 968 combines traditional Porsche design features - a powerful, responsive engine, agility, and balanced handling in a competitively priced package.

The 1995 Porsche 968 is available in two body styles:

  • Coupe
  • Cabriolet

The Cabriolet is fitted with a power-operated top. Transmission choices for both body styles are a six-speed manual or Porsche's unique Tiptronic automatic transmission.

An optional new Torsen™ torque-sensing differential was introduced as a running change during the 1994 model year, replacing the conventional clutch-pack limited slip differential option on cars equipped with the six-speed transmission.


Porsche's primary engineering goals in the development of the 968 powerplant were to design an engine with the highest power output without increasing engine displacement, and to produce the highest possible torque at low engine speed. These goals were met with the 3.0 liter 968 engine.

The engine which powers the 968 is unique; no other three-liter non-turbo engine presently in production develops as much torque. It is torque, more than horsepower, that makes a car feel responsive in everyday driving conditions as well as in high-performance situations.

Key among the innovations that help achieve such performance is Porsche's VarioCam™ variable valve timing system. The overall effect of the VarioCam system is to give the 968 a b~oader and flatter torque curve than it would have with rigidly fixed valve timing. Compared to an engine without VarioCam, torque increases seven to 16 percent. In contrast to other variable valve timing systems which require complicated valve train components, Porsche's VarioCam system uses only two moving parts.

VarioCam has benefits beyond power and torque increases. It also brings about significant reductions in exhaust emissions. At low engine speeds and at idle, late intake cam timing helps to reduce hydrocarbon (HC) emissions. At moderate engine speeds, early timing and large valve overlap reduce nitrous oxide (NOx) emissions. Because the engine exhaust is cleaner even before it reaches the catalytic converter, cold-start emissions are reduced in the critical period before the catalytic converter reaches operating temperature.

The 968 is fitted with a resonance induction system. Its supercharging effect gives increased power output in the raAge between 4,000 and 6,400 rpm. Complementing the intake system iefinements is the 968 exhaust system, which has precisely engineered flow characteristics to ensure maximum efficiency of the catalytic converter.

The Porsche 968 develops 236 horsepower at 6,200 rpm and 225 ft. lbs. of torque at 4,100 rpm. The 968 combines high power output with impressive fuel economy - 17 mpg city, 26 mpg highway with the standard six-speed manual transmission. Fuel economy with the optional Tiptronic transmission is 16 mpg city and 25 mpg highway. (1995 EPA estimates.)


As an option, buyers of the Porsche 968 equipped with the six-speed manual transmission may choose a Torsen differential. Torsen is derived from the words TORque SENsing. Due to the car's nearly perfect 50-50 weight distribution, the T orsen-type limited slip differential is the ideal choice for the 968.

The Torsen systerml provides several benefits:

• rapid reaction to changes in traction • ideal match to anti-lock braking systems because Torsen has no static preload and therefore does not have continuous frictional drag • Torsen works only when the car is under load; therefore it has a minimal influence on vehicle dynamics during braking or when no drive torque is being transmitted • behaves like a conventional (non-limited slip) ''open'' differential during straight-line vehicle movement; under these conditions, there is no effect on vehicle directional stability • silent operations, especially in low-speed tight turns, such as when parking • no special lubricant needed; Torsen is not affected by highly blended oils such as those used in racing applications • maintenance-free for the life of the veMicle

Unlike "rieactive" traction control systems which reduce engine power to the wheels in riesponse to wheel spin only after the fact, Torsen is a 11live" system with no slip or lag time. Because it is torque sensing rather than speed sensing, power is transferred instantly to the wheel with the most traction.

The optional system in the Porsche 968 uses a Torsen T-1 type differential. The operating principle of the Torsen differential is that worm gears effectively transmit power in only one direction; internal friction prevents them from running "backwards." The worm gears act as a one-way valve to prevent one wheel from spinning faster than the other when power is applied.

The Torsen T-1 design is ideally suited to sports car applications. It works best on rear-drive cars when a high torque bias ratio (the maximum ratio of torque transmitted by the two drive wheels when the system is operating) is desired.


In the mid-1980s, Porsche pioneered the use of automatic transmissions in modern race cars with its POK (Porsche Doppelkupplung: Porsche Double Clutch) transmission used experimentally on several factory-entered Type 962 Group C entries. Today, automatic transmissions are becoming commonplace in racing.

The Tiptronic system incorporates several key features which make it the automatic transmission of choice for sports car applications:

• five distinct shift program maps adapt to all driving styles from leisurely to sporting • quickly pressing and releasing the accelerator activates the most dynamic shift map • early torque converter lockup in second, third and fourth gears simulates manual transmission characteristics • upshifts automaticafly when wheerspin is detected for improv·ed stability and traction • manual mode is available by moving shift lever to right side gate; tipping lever for.vard shifts up, tipping back shifts down


The Porsche 968 is fitted with a six-speed manual transmission as standard equipment. Although the broad, flat torque curve of the 968 would be weir-suited to a conventional fivespeed transmission, Porsche's choice of an extra gear ratio, combined with VarioCam variable valve timing, brings benefits in acceleration as well as fuel economy and exhaust emissions at cruising speeds. The lower gears are spaced like those of a five-speed, for good acceleration and low-speed response. The closely spaced top three gear ratios allow low engine speeds at cruise. A further benefit is improved fuel economy. The 1995 Porsche 968 reaches top track speed in sixth gear. Unlike many cars with extremely long overdrive transmissions, it is not necessary to shift down to fifth to experience the 968's top speed.

The Porsche 968 front engine/rear transaxle layout achieves a nearly perfect 50/50 weight distribution. This gives the 968 responsive handling and high cornering limits without the harshness often associated with "sport suspensions." The 968 combines the very high cornering grip of a sports car with the supple suspension and comfortable cruising ability of a personal luxury car.


The 968 is fitted with 16-inch wheels as standard equipment. Larger, wider 17-inch wheeJs are available as an option. The front suspension consists of MacPherson struts, aluminum alloy lower control arms and a 1.05 inch (26.8 mm) stabilizer bar. Aluminum alloy semi-trailing arms, 0.63 inch (16 mm) stabilizer bar and springing via transverse torsion bars make up the rear suspension. The 968 employs force-sensitive hydraulically-assisted rack and pinion steering.

Buyers of the 968 who seek even more capable handling can order the "P31" suspension package. At the front, the package includes:

• adjustable height spring struts • shocks adjustable for rebound damping • 1.18 inch (30 mm) tubular stabilizer bar replaces the stock 1.05 inch (26.8 mm) bar • larger, thicker cross-drilled brake rotors • larger brake caliper pistons • larger, wider 7.5 x 17 inch wheels replace 7 x 16 wheels • 225/45 ZR-17 tires replace 205/55 ZR-16 tires

At the rear, the ''P31'' package adds:

• additional barrel-type springs fitted over the shock absorbers • shocks adjustable for rebound damping • 0.75 inch (19 mm) stabilizer bar replaces the stock 0.63 inch (16 mm) bar • larger, wider 9 x 17 inch wheels replace 8 x 16 wheels • 255/40 ZR-17 tires replace 225/50 ZR-16 tires


In keeping with Porsche's tradition of providing braking performance to match the high levels of accelerat;on possible with its products, the 968 employs front 11.73 inch (298 mm) and rear 11.77 inch (299 mm) ventilated disc brakes, each with a four-piston caliper. As an option, larger front brakes with 11.97 inch (304 mm) ventilated and cross-drilled discs are available. Like every 1995 Porsche, the 968 has anti-lock brakes as standard equipment.

The key to high-performance braking is heat management. The energy represented by the speed of the car must be converted to heat and transferred to the surrounding air as quickly as possible. Managing thjs heat transfer requires careful design of the mechanical parts of the brake system, as well as the bodywork ducting of the car.

Porsche's design parameters for optimal brake system perlormance include the following:

• temperature-resistant engine piston alloys are used for brake caliper pistons • brake fluid is kept at a lower temperature by the large radiating surface of the calipers • wear-riesistant, asbestos-free brake pads provide the highest possible resistance to fading • use of DOT 4-200 brake fluid, with a higher wet boiling point for greater resistance to fading and extended intervals between brake fluid changes.

High-performance brake system design includes such elements as cooling air ducted to the brake discs, and detail design of the ventilated rotors. Porsche's brake discs employ spiralshaped internal cooling ribs, with additional half -ribs to radiate heat away from the rubbing surfaces. Porsche has found the best compromise in underbody ducting in the nose with a flexible spoiler attached to the lower suspension arms. A deflector plate attached to the suspension directs air through the brake splash shield.

Even wheel design is important. At high speeds the rotation of the wheels contributes significantly to forced-air cooling of the brakes. At low speeds with little airflow, heat radiation from the spokes helps to cool the discs.



The 968 delivers Porsche performance at a competitive price. Acceleration to 60 mph takes 6.3 seconds with the manual transmission, 7.7 seconds with the Tiptronic. Top track speed is 156 mph with the six-speed, 153 mph with the Tiptronic. (Performance data is provided for comparison purposes only. Porsche recommends obeying all speed laws.)


Many car makers tout their lightweight design or their extensive use of aluminum. For Porsche, lightweight materials do not bring their greatest benefits in advertising campaigns. For decades, aluminum, titanium and composites have been the ideal materials for car components - and for building winning race cars.

From the very beginning, Porsche and racing went hand in hand, and many Porsche racers of the 1950s and early 1960s, along with the production cars derived from them, enjoyed extensive use of aluminum. Aluminum, however, is not ideally suited for all applications. Porsche's engineers consider appropriate application of lightweight materials to be more important than mere substitution of aluminum for steel .

Porsche has pioneered many aluminum concepts in modern automotive design, and continues its extensive use of light alloy for body components, drivetrains, and suspension parts. Aluminum is not only light and strong, but also provides recycling benefits.

• All non-moving engine parts are aluminum alloy engine block, cylinder head, and oil pan. • All 968s have magnesium intake manifolds and valve covers. • Every 968 with a manual transmission has a composite clutch pedal. • Even less significant items are made of aluminum to save on overall weight. For example, every Porsche 968 ever made has been fitted with an aluminum jack.


At Porsche, safety begins with a car's driving characteristics. The dynamic behavior of Porsche sports cars is the result of advanced research and testing, as well as experience on the racetrack. The results are uncompromised design of suspension, steering, and brakes. Safety considerations are also reflected in the comfort, excellent visibility, and ergonomically-correct design of Porsche sports cars.

Safety is not a new concept at Porsche. For example, since 1973 every Porsche 911 has been equipped with door reinforcements for increased protection in side impacts. All 1995 Porsche models meet 1997 side-impact standards. In 1990, Porsche was the first auto manufacturer to equip all of its products with anti-lock brakes. Also in 1990, Porsche was the first manufacturer, domestic or import, to equip every car sold in North America with driver and front passenger airbags as standard equipment.

Airbags and safety belts represent just one level of protection for the occupants. The car's str.ucture is also designed for safety, with a rigid cage to surround the occupants and deformable crush zones to absorb impacts. Porsche was the first manufacturer to build car bodies using sheet steel galvanized on both sides. This not only preserves the appearance of the car and the owner's investment, but also maintains the built-in crashworthiness of the car.


Porsche is unique among car manufacturers in the extent to which it uses the racetrack as a development laboratory for its production cars. Many components and systems of Porsche road cars were tested and proven on the racetrack before they became part of the assembly process.

Engine, suspension, and brake refinements developed through racing programs for the model's predecessors have been incorporated into the Porsche 968. The results have produced notable victories in the 1994 IMSA Firehawk Endurance Championship, including the grueling Sebring 6 Hour event.


Porsche is not only a pioneer in high technology and high performance, but also an industry leader in environmental responsibility. This begins with building cars to last. Of all the Porsches built since 1948, it is estimated that 80 percent are still in serice. Approximately 250,000 Porsches are registered in North America. Part of that longevity comes from the fully galvanized bodywork of the Porsche 968. Its durability has been a factor in maintaining Porsche's traditionally high resale values and unparalleled owner loyalty.

During development of the Porsche 968, the goal of recyclability of a high proportion of mate~ials used in producing the car was given priority and achieved. If and when a Porsche reaches the end of its useful life, labeling of various plastic components will make it easier to repriocess parts, and will help to put plastics back into consumer products, not in landfills.

Despite their high performance, Porsche cars are among the cleanest on the road. Highly effective three-way catalytic converters, oxygen sensors, and engine management systems have long been part of the Porsche pedigree. All Porsche models are equipped with systems that fwlfill the most stringent exhaust standards worldwide.

Growirig concern about the possible effects of chlorofluorocarbons, including the CFC-12 refrigerants used in automotive air conditioning .systems, on the earth's ozone layer led Porsche to introduce a CFC-free refrigerant, HFC-134a, beginning with its 1993 models.


Porsche owners who would like to further personalize their cars can take advantage of Porsche's special options program. Porsche otters a wide range of special order items to make each car uniquely individual. These include paint to match any sample color and leather to duplicate any sample shade. Virtually every interior item may be ordered with factory-applied leather trim.

All Porsche 968 models may be ordered with the Porsche Pocket Commander cellular telephone. This is the only telephone certified by Porsche's Weissach research and development center to be free of interference with the vehicle's electronic systems, and may be retrofitted to older Porsches. The Pocket Commander may be installed at the port of entry with an exclusive center console designed by Porsche, or at the dealership without the console. The phone carries a two-year limited warranty.

Every Porsche may be ordered through participating North American dealers for European delivery. This program offers an unforgettable driving experience, enabling the buyer to sample the high-speed motorways and scenic, winding secondary roads which gave birth to the Porsche legend. The European delivery program also provides substantial price savings and can include special features such as Porsche factory tours.

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