September 30, 1991

Dear Porsche Sales Representative,

Porsche officially unveiled the new Porsche 968 this past week at the Frankfurt Auto Show inGermany. I wish you could have been there to drive this car and to experience firsthand thevery positive reception accorded this stunning new Porsche. And new it is: 80 percent new, compared to the car it succeeds, the 944 S2.

To make potential Porsche 968 buyers aware of this first new Porsche in ten years, we have developed an extensive launch for this new sports car. Sophisticated, highly targeted 968 advertising, direct mail and promotions programs are swinging into action as you read this.

Very soon interested prospects will begin asking you about the 968, which your dealership will receive in December. In order that you may better respond to the informational needs of these prospects, we are sending you an advance look at a chapter, “The New 968 Series,” from the 1992 Porsche Sales Reference Guide. The complete Reference Guide will have arrived some weeks prior to receipt of your first 968. It will contain comprehensive chapters on current market conditions, selling strategies, the Porsche customer--and, of course, detailed chapters on all 1992 Porsche models, including the new 911 America Roadster.

I wish you productive reading about the new 968 and great success in selling what we at Porsche are calling “a redefinition of the sports car.”

Sincerely,

Richard S. FordVice President-Sales Operations

PORSCHE CARS NORTH AMERICA, INC. • 100 West Liberty Street • P.O. Box 30911 • Reno, Nevada 89520-3911702-348-3000 FAX 702-348-3770

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HOW THIS CHAPTER FITS INTO YOUR 1992PORSCHE SALES REFERENCE GUIDE...

• Selling Porsches Today: Today’s market and selling environment.• Marketing & Selling Strategy: Our market, and how we sell within it.• The Porsche Customer: Who they are, perceptions of us, how they buy.• Developing Business: Your best sources for new business.• Porsche’s Heritage: A powerful legacy, making Porsche sports cars unique.• The Porsche Sales Process: Interpreting Porsche’s uniqueness-the specifics.• Key Points Walkaround: Six-position walkaround with key selling points.

• 911/928/968 Series: Model-specific selling points.

• Pre-owned Cars: Selling and marketing ideas, plus specs, equipment over the years.• The Demonstration Drive: How to conduct an effective one.• Closing The Sale: Techniques on asking for the sale once you’ve earned it.• The Delivery: How to make it special for the customer and promote referrals.• The Competition: Capsule comparisons, Porsche vs our competitors.• Technical Terms: The most commonly used terms.

THE NEW 968 SERIES

10-1 THE 968 SERIES

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10-2 THE 968 SERIES

CONTENTS OF THIS ADVANCE CHAPTERFROM THE 1992 PORSCHE SALES REFERENCE GUIDE: “THE 968 SERIES”

• A REVIEW OF THE CAR THE 968 REPLACES

• THE NEW PORSCHE 968: A SUMMARY

• WHAT’S NEW FOR ‘92: THE NEW PORSCHE 968 AT A GLANCE

• THE 968’S EVOLUTIONARY DEVELOPMENT FROM THE 944 SERIES

• A CLOSER LOOK AT THE 968’S DESIGN

• THE PORSCHE 968 IN DETAIL

• CABRIOLET DEVELOPMENT

• 968 PERFORMANCE DATA

• RACE-BRED ORIGINS OF THE 968

• PRESS QUOTES

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BEFORE INTRODUCING THE NEW PORSCHE 968: A REVIEW OF THE CAR IT REPLACES– THE 944 S2

The Porsche 968 appears as the successor to the extremely competent but somewhat over-looked 944 S2, often referred to by the press as “the easiest sports car in the world to drive fast.” The 1991 944 S2 possessed a long list of desir-able attributes, some of which may surprise you…

For example, the 944 S2 has: more torque than an ‘89 911 Carrera (207 vs 195 lbs-ft), more horsepower than an ‘86 911 Carrera (208 vs 200), the same brakes as the revered 911 Carrera 4, easily accessible trunk space with a greater volume than most sedans, fuel economy near econobox standards, low maintenance re-quirements, yet 0 to 60 times of 6.2 seconds as tested by Car and Driver… on and on.

Consider: as our least expensive car, the 944 S2 nevertheless carried a full comple-ment of features and equipment that ex-ceeded today’s market demands. These features included as standard: ABS, dual airbag supplemental restraint system, torque tube driveline, 10 year limited anti-perforation corrosion warranty on the zinc galvanized body, power-tilt removable sunroof, power door locks

with integral security system, proper instrumenta-tion and ergonomics, resonant induction, four valves per cylinder, knock sensors, and force-sen-sitive power assisted steering– all making this a truly magnificent sports car.

Why was this car not given proper respect in the marketplace–except by the press, which consistently raved about it? Its often imitated styling too closely resembled that of ear-lier lesser performing and more spartan 944s, However, the value equation was quite clear to those who experienced and understood the car.

Now, enter the 968.

“...even more fun to drive than last year’smodel.”

Automobile Magazine

The new 968–with improved performance, and bold and assertive styling that clearly distin-guishes it from its predecessor. But let us all remember when we hear the occasional and inevitable, “But it still resembles the 944 S2 in some ways...” To achieve the exciting new 968, Porsche began with a wonderful car– the 944 S2–and made it just that much more wonderful!

A FOREWORD TO THE 968 SERIES

10-3 THE 968 SERIES

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Starting with an already terrific package, the evolution of the 944 S2 into the 968 has resulted in a car whose beauty and grace fairly scream performance! The metamorphosis of the 968 has created a butterfly with the performance of an eagle.

The first new Porsche model in nearly 10 years (fully 80% of the car is new!), the 968 is more im-mediately recognizable as a Porsche than the 944 S2. The most familiar design “cues” from the 911, the limited-edition 959 supercar and the 928 are all easy to see in the lines and curves of this beautiful new Porsche. The new 968 com-bines what Porsche believes to be both valuable and desirable in today’s modern automotive tech-nology,

EMPHASIS ON BODY SHAPE, ENGINE AND TRANSMISSION Two areas shape the character of a sports car more than others: the shape of the body–especially the front– and harmony between engine and transmission. The new Porsche 968 received extraordinary attention in both areas.

THE NEW PORSCHE 968: A SUMMARY

10-4 THE 968 SERIES

236 BHP ENGINE, NEW 6-SPEED MANUAL OR TIPTRONIC TRANSMISSIONSThe Porsche 968 is powered by the most power-rful 3 liter normally aspirated engine of its type inthe world today and quite possibly the most tech-nically refined engine on the market. Its rated out-put of 236 bhp and 225 lbs-ft of torque is produced in part by Variocam™, variable inlet valve timing technology providing instantaneous throttle response So equipped, the 968 rockets from 0 to 60 mph in only 6.3 seconds ( more

than half a second faster than the 944 S2, which felt “quick” in its own right.) The 968’s new close-ratio six speed gearbox delivers spirited perfor-mance by ensuring that the driver is provided with the right gear for the job. As an alternative, the Tiptronic® Dual Function Transmission mates perfectly with the new engine to bring a new synthesis of high performance and convenience to driving a Porsche

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SUPERB HANDLING, WITH TOURING QUALITY COMFORTPorsche gave the 968 a race-bred chassis and front engine/rear transaxle layout for ideal, 50/ 50 weight distribution and high polar moment of inertia. This permits the tire contact patches to more equally share the load, resulting in predict-able, balanced handling. The suspension is also optimized for superb handling, with ride comfort that invites long-distance touring.

AN INTERIOR REFINED FOR EFFICIENCY AND COMFORT The 968’s interior is designed to welcome driver and passenger into an environment created ex-pressly for long-distance comfort, luxury and er-gonomic efficiency. All surfaces are finished in appealing finishes and textures. Every surface that comes in contact with the driver or passen-ger, from the plush carpets to the form fitting seats and armrests, is softly padded for long dis-tance touring comfort. The door panels are de-signed to be both ergonomically correct and to provide handy map and magazine storage. The dash flows gracefully into the door capping, which itself is organically shaped and padded for com-fortable support.

10-5 THE 968 SERIES

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EXCITING NEW DESIGN…• New design body, in Coupe and Cabrio- let–the 968 carries Porsche-distinctive styling cues from the 959,911 and 928 in an assertive new body style so “Porsche-like” it speaks “German:” purposeful front fenders, familiar hood, 959 like aero mirrors, five-spoke Turbo design wheels, integral polyurethane side skirts, flush rear quarter glass, body color door handles and re-contoured rear with integral bumper which eliminates the need for the underbody spoiler.

• New-design headights–State of the art projector type headlights employ a variable focal point system which increases light output at the sides by more than 30 percent.

• New interior: analog quartz clock reposi- tioned to the console, with an outside ambient temperature gauge taking the clock’s dash- board position. Door panels are upgraded, with new materials, panels and contours, revised storage, and new speaker locations.

• Even the engine compartment is de- signed–including matching aluminum finishes on the cam cover, injector cover and intake manifold. Further design enhancements include careful routing of all hoses and electri- cal wiring, as well as a convenient storage compartment for servicing gloves.

NEW ENGINE AND RUNNING GEAR...• Powerful new engine–Most powerful normally aspirated 3-liter of its type in the world.• 236 bhp @ 6,200 rpm, 225 ft-lbs torque @ 4,100 rpm• Excellent low rpm torque and instantaneous throttle response from 944 S2-derived 3.0-liter, DOHC, inline 4-cylinder alloy engine• New VarioCam variable inlet valve timing• Newly optimized induction system flow through from air intake in nose through the twin tailpipes• Dual mass flywheel to absorb driveline vibration• New “LH” style air mass sensor for the DME (Digital Motor Electronics)

WHAT’S NEW FOR 1992:THE NEW PORSCHE 968 AT A GLANCE

SUPERB CHASSIS… • New chassis tuning for excellent handling and ride comfort from optimization of sus- pension bushings, calibrated after the firmer 944 Turbo suspension, giving us the best of both performance and comfort.

• Optional sport chassis with 17 -inch wheels, stiffer suspension and larger brakes provides a significant performance upgrade for the hard-core enthusiast (Coupe only).

• 17 inch wheels available either Coupe or Cabriolet

• New tire and wheel generation with asymmetric rim hump, which prevents tire from slipping down from the rim in the event of a flat, if driven at a suitably low speed.

10-6 THE 968 SERIES

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10-7 THE 968 SERIES

TWO AVAILABLE TRANSMISSIONS: NEW SIX-SPEED CLOSE-RATIO MANUAL OR TIPTRONICDUAL FUNCTION PROVEN IN THE CARRERA 2

WHY A SIX-SPEED? This new 6-speed transmission could have been designed as a super high ratio to give astounding fuel economy–but that’s not the Porsche way! Instead, Weissach’s engineers have optimized the ratios for superior performance throughout the rpm range, making 6th the same as the ‘old’ 5th (see chart below). The performance improve-ments come from having four gears in between first and top gear, rather than three, to fullyexploit the engine’s torque range. This, plus the fact that the 968’s engine produces more torque, over a wider rpm band, than the 944 S2, accounts for the 0.6 second faster 0-60 mph acceleration

Improved Tiptronic transmission

AN IMPROVED TIPTRONIC, AS WELL! Porsche seemingly refined everything it was possible to refine on this car! The Tiptronic controls initially appear identical to last year’s 911 Carrera 2, yet there have been modifications here, as well–– to enhance the performance overthin previous version. First of all, when in the automatic mode, the actual gear engaged is displayed on the speedometer, along with gear lever position. The manual mode is also more aggressive, in that first gear now remains engaged until the driver reaches a much higher rpm than before, irrespective of throttle position, Downshifts can also be achieved at higher engine speeds than was previously possible on the Carrera 2.

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2.7 liter engine; the 944 S2 powered by a vastly new 16 valve 3.0 liter 208 bhp engine and the 944 Turbo’s body and suspension, and the 944 Turbo with a 30 bhp increase, and the Turbo S suspension/brake package. For 1990/91 Porsche narrowed the 944 Series to one sports car offering, the 944 S2, available in two body styles, Coupe and the exciting Cabriolet.

“In a nutshell, the 968 is faster,and stops, rides and handles better

than the 944 it will replace,”Auto Week

“…quantifiably superior tothe outgoing 944– and very close

to the 911 Carrera 2.”Automobile Magazine

The new 968 was created as an evolution of the 944 Series, but carries significant advancements in its body, trim, engine, transmission, wheels, headlights and interior detailing.

In creating the new 968, Porsche’s engineers began with the 944 S2, a sports car proven in over 50 million miles by owners and in racing. This is significant because the 968 had the benefit of evolutionary development, the refine-ment that began over 15 years ago with the Porsche 924. This is in contrast to some sports car offerings in or close to the 968’s class that are less tested or proven on a continual basis.

944 - 944 TURBO 944S - 944 TURBO S -944 S2 - 968The 944’s forerunner, the Porsche 924, saw Porsche designers reaching, in 1976 (1977model), for new ground in a futuristic new sports car. The 924 was the first of a new generation of Porsches with rear transaxles and front mountedliquid-cooled engines. Each offered 2+2 seatingand luggage accommodations, and neutralhandling characteristics. In 1982, the Porsche944, with its smoother, more powerful 2.5 liter engine and more aggressive body, replaced the 924 in the U.S. as a 1983 model. In 1985, Porsche introduced the 1986 155-mph* 944 Turbo to highly favorable reviews in the motoring press, in 1987 adding the 944S, the more power- ful 16-valve version of the 944. In 1988 the stunning 944 Turbo S was based on the European Turbo Cup racing car. For 1989 Porsche gave the entire 944 Series more standard equipment, including standard anti-lock braking (standard), and more performance, particularly more low end torque: the 944, with a

THE 968’S EVOLUTIONARY DEVELOPMENT FROM THE 944 SERIES

*Performance data included for comparison purposes only

10-8 THE 968 SERIES

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SEEN IN PROFILE… When viewed from the side, the main section of the body flows harmoniously, suggesting the

balance afforded by its front engine/rear transaxle design.

The new side skirts, which act as integral stone guards, both protect and smooth the lower body lines. Flush-mounted quarter windows on the Coupe further reduce wind turbulence. The integral rear bumper cover provides sufficient aerodynamic improvement to completely elimi-nates the rear underbody spoiler.

AND FROM THE REAR... Viewed from the rear, one finds further proof of the Porsche 968’s excellent aerodynamic fine tuning. The rear bumper is shaped to provide excellent aerodynamic “cutoff,” reducing potential performance-robbing turbulence at the tail. The new car’s family ties are stated assertively to complement the windswept aerodynamics. The Coupe’s rear wing, mounted at an optimized angle, makes a striking conclusion to this well-pro-portioned new Porsche.

WIND-TUNNEL SHAPED... Weissach designers shaped the new 968’s body with the aid of Porsche’s wind tunnel. Design goals were in two categories–first, aerodynamic flow studies such as achieving the lowest pos-sible lilt values and a low drag coefficient. The second category focused on air cooling flow objectives such as cooling for principal compo-nents–the engine, transmission and brakes–and of course the passenger compartment. Air flow is managed so precisely that the 968’s body shape even directs rain spray away from the windows, enhancing visibility!

All of these design details demonstrate conclu-sively how form follows function in the 968.

In past years, we have pointed out that the Porsche 944 Series was the most copied sports car in the industry. One of the primary design goals for the new Porsche 968 was that it be purely Porsche. Porsche designers made the 968 a pure “next step” evolution in the Porsche family progression of 356, 911, 924, 944, 928, 959, and now, the 968. Viewed with this in mind, the new car is the logical step into the future.

“The 968 is an attractive blend of oldand new… styling cues for the 968 draw

from Porsche’s brilliant history.”Automobile Magazine

THE FRONT… View the new 968 straight on: large, exposed circular headlights are integrated into classic front fenders. When not in use, the headlights partially retract to form a smooth, unbroken fender line. Sinuous lines hint at the power lurking beneath the hood. When employed, the headlights do not go into the full, upright position, but rather remain slightly swept back, contributing to aero-dynamic efficiency. Driving lights, turn signals and three air inlets merge gracefully into the design.

A CLOSER LOOK AT THE NEW 968’S DESIGN:HOW PORSCHE SKILLFULLY MERGED DESIGN,STYLING AND AERODYNAMICS

10-9 THE 968 SERIES

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• Lightweight, forged, counterbalanced crankshaft• Forged steel connecting rods are balanced within very small tolerances• High compression aluminum pistons are forged, with chrome rings• Dual-mass flywheel for minimized driveline vibration• Dual rotating counterbalance shafts to offset second order vibrations• Thermostatically controlled external oil cooler• Hydraulically damped engine mounts• Aluminum alloy cylinder head• Hemispherical combustion chamber design• Four valves per cylinder, with hydraulic lifters• Double wound valve springs• Dual overhead camshafts• Thoroughly engineered crankcase to minimize horsepower-depleting turbulence• Cambelt drive with temperature compensation for belt tension

FUEL AND IGNITION SYSTEM• Digital Motor Electronics (DME) with adaptive regulation• Oxygen sensor control system• LH air mass sensor for lower restriction and higher accuracy• Resonance induction intake manifold• Heated throttle body for reliable operation in all climatic conditions• Long life stainless steel monolith catalytic converter• Precision tube steel exhaust headers for better exhaust flow• Sell-diagnosis readout• DME-controlled inlet valve timing (VarioCam)• Dual knock sensors with Hall effect triggering allowing individual ignition timing control for individual cylinders• Idle speed stabilization

THE NEW PORSCHE 968 IN DETAIL

A REFINED AND IMPROVED ENGINEA fascinating Porsche refinement story is associ-ated with the engine in the new 968. While this is not a completely new engine, it certainly drives like one, refined by the finest engine development center in the world today. Some of the best and brightest engine specialists at Weissach found in-novative ways to pull more power, torque and smoothness from the 944 S2 engine virtually without penalizing fuel economy Before they were done, they had smoothed, polished and re-fined what had been the 944 S2 engine on their way to extracting 236 bhp and 225 lbs-ft of torque, and had developed some innovative new technology to make the engine meet their design targets–all of their design targets, not just power–as only Porsche would!

THE MOST TECHNOLOGICALLY REFINED ENGINE ON THE MARKETThe 968 engine, while not an entirely new engine, now represents what is surely the highest level of development of any engine of any type found in the market today. There literally is no area of the 968 engine which is not optimized for maximum performance and durability, as the following ex-amples prove:

ENGINE CONSTRUCTION• Alusil engine block for low wear, excellent temperature control, light weight• Crankshaft support girdle/bridge for main bearings

10-10 THE 968 SERIES

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FOCUSING ON THE DRIVING EXPERIENCETo create the Porsche 968 engine, Porsche’s engine specialists focused on the driving experi-ence they were seeking… elasticity (engine flex-ibility, response throughout the rpm range), acceleration, instant throttle response, horse-power, exhaust quality and low fuel consumption. Evidence of their success is the car’s willingness to perform as expected, whether you are stuck in bumper to bumper traffic, cruising on the free-way,or charging down your favorite back road.

AN INGENIOUS ALUMINUM/SILICON ENGINE BLOCKPorsche has continued with proven technology in its 968 engine. The engine block itself is formed from “Alusil,” that unique combination of aluminum alloy and silicon. At the foundry, the aluminum alloy of the 968’s cylinder block is mixed with 16 percent silicon crystals. The cylinder walls are finished with a chemical process that etches away a microscopically thin layer of aluminum, leaving the silicon crystals as the actual working surface in which the pistons run. Because the metal has been etched out slightly below the silicon surface, microscopic cavities are formed which very effec-tively sustain a lubricating oil film on the cylinder walls. This method has been used on 911’s since 1974, as well as on all 928s and 944s.

THE SECRET BEHIND PORSCHE’S 15,000 MILE OIL CHANGE INTERVAL As in virtually all engines today, the pistons also are made of aluminum (without the silicon). In con-trast to an engine with an iron block, the Porsche pistons expand and contract at the same rate as the block does, so that clearances can be made tighter– making the engine quieter, and controlling oil consumption better than otherwise might be the case. Because of the tight tolerances, fewer contaminants are introduced into the oil, which partially contributes to the recommended 15,000 oil change interval. The pistons are also tin plated for excellent wear characteristics.

BALANCE SHAFTS FOR THE SMOOTHNESSOF A “SIX”To avoid typical four-cylinder vibration, Porsche used two counter rotating balance shafts on the 944 engine when it was first introduced. The precisely designed weights along these shafts cancel out the engine’s inherent “second order” vibrations. The result is smoothness comparable to that of a six-cylinder engine, but without the added weight and complexity of a six. The 968 continues with these remarkable balance shafts, which have been optimized for the specific run- ning characteristics of its 3-liter displacement

WHY A FOUR-CYLINDER INSTEAD OF A SIX?OR, “SHOULDN’T A CAR THAT COSTS THIS MUCH HAVE AT LEAST A SIX CYLINDER?”In developing the engine for the 968, Porsche had considered a six, but decided that the ben- efits of a thoroughly race- and production proven Porsche four outweigh those of a six. The 968 en- gine is a derivative of the 928 Series’ alloy V-8, an engine that Car and Driver called “the world’s best.”

THERE ARE MANY ADVANTAGES TO USING FOUR CYLINDERS. THESE INCLUDE:• Fewer moving parts mean lower internal fric- tion (which translates to more power);• Lighter weight-a 3-liter four will always weigh less than a 3-liter six from smaller engine block, shorter crankshaft, and two less rods and pistons, fewer valves, one cylinder head (vs 2 in a V-6);• Generally better fuel economy due to operat- ing efficiency.There is one disadvantage inherent in four-cylin- der engines–second order harmonic vibration– and the 968’s derivative engine was designed to offset this from the very start, This is compen- sated for in three ways: (1) Counterbalance shafts (2) Counterbalanced crankshaft (3) Hydraulic motor mounts.

(Incidentally, the tradeoff of counterbalance shafts is 3 to 4 hp, which is offset by the smoother run-ning, high revving engine.)

10-11 THE 968 SERIES

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A RACE-BRED, HIGHLY SOPHISTICATEDLUBRICATION SYSTEMThe 968’s lubrication system routes a large 7.4 quarts of oil through generous passages in the block and cylinder head. This is more oil than most V-8s require; a thermostatically controlled oil-to-air heat exchanger (oil cooler) in the nose of the car helps keep temperatures under control. Oil is also used to control piston temperature, with nozzles spraying oil at the underside of the pistons, This technology has been conclusively proven in racing, as well as in the 911. Because the engine controls heat so well, the oil is well protected from heat breakdown, further account- ing for the 15,000 mile oil change interval.*

“…the power supply is creamy andprogressive, the throttle response razor

sharp, and the willingness to rev isremarkable.”

Automobile Magazine

FOUR-VALVES-PER-CYLINDER TECHNOLOGYRelined engine breathing and combustion cham-ber technology are evident in the 968’s 16 valve cylinder head. The double overhead camshafts with four-valves-per-cylinder arrangement provide the classic hemispherical combustion chamber, providing more valve area for improved breathing and higher power. The central sparkplug location means short flame travel and thus rapid combus-tion, which also tends to lower emissions. Be-cause each of the four valves is smaller and lighter than those of a two-valve system, the amount of inertia per valve is lower, which in turn allows higher engine speeds. A further advantage of four valves per cylinder is that fuel consump–tion does not increase nearly as dramatically as power.

NEW VARIOCAM™ VALVE TIMING BROADENSTHE TORQUE CURVENew Porsche-patented technology also includes VarioCam™; variable inlet valve timing. Now, the inlet camshaft timing is controlled electro–hydrauli-cally by the Digital Motor Electronics (DME) to provide optimum cylinder filling at any rpm. As a result, the 968’s engine combines the best fea-tures of horsepower-and torque-oriented engines in one brilliant design

*Oil should be checked regularly; oil consumption may varywith driving conditions and use.

LIGHTER MOVING PARTS, FOR ENHANCED SMOOTHNESSReducing reciprocating component weights of an engine will also contribute to smoothness. Weisacch’s engineers have achieved further im-provements in the 968’s engine by reducing the weight of the crankshaft, using forged connecting rods, and forged light alloy pistons (Porsche pis-tons are forged for strength and durability; they now actually weigh less than the original 2.5 liter 944 pistons!) These reductions are significant enough to allow elimination of the crankshaft’s vi-bration damper (a component found on virtually every other car on the road).

A THREE-WAY COOLING SYSTEMThe 968 cooling system, which holds a generous 8.4 quarts of coolant, benefits from the engine’s all-aluminum construction; aluminum transfers heat to the coolant passages much faster than the cast iron of most other engines. Coolant par-tially surrounds each cylinder wall, for uniform cyl-inder temperatures, resulting in even wear. Twin electric variable speed fans control the coolant temperature without robbing the engine of power at highway speeds.

10-12 THE 968 SERIES

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VarioCam operates via an adjustment mechanism in the intake camshaft chain tensioner which, regulated by the DME causes a delay in drive to the intake camshaft.

AN IMPROVED ENGINE MANAGEMENT SYSTEMPrecise management of the engine’s operatingparameters is performed by the time-tested DMEsystem, leading-edge technology that controlsignition timing and fuel injection. Further refine-ments for 1992 allow a slight compression ratioincrease to 11.0 to 1 (from 10.9:1), and a stepforward to a new LH air mass sensor, as in the928 Series, provides a more accurate measure-ment of air mass–rather than air volume– andlowers intake restriction. Emergency-runningparameters are integrated in this system, even inthe (unlikely) case of damage to the air masssensor, the injection remains functional.

A RESONANT INDUCTION SYSTEM FOR ENHANCED INTAKE EFFICIENCYIntake manifold tuning is optimized by a resonant induction system. This system is adapted espe-cially to the intake requirements of the four-cylinder engine and uses natural air pressure vibrations, initiated by the engine’s intake rhythm. Particularly good intake efficiency in middle and upper revolution ranges are the benefits.

“Acceleration is smooth and strong to the6600-rpm redline.”

AutoWeek

DUAL-MASS FLYWHEELRefinements in driveline smoothness and noise reduction were achieved with more proven Porsche technology– the dual mass flywheel introduced on the Carrera 2 and 4 (in 1990).

NEW EXHAUST SYSTEM TECHNOLOGYEngine breathing, emission and noise levels in the 968 are optimized through a new twin-pipe exhaust system with larger cross sections for enhanced flow characteristics. New mufflers and the latest metal monolith catalytic converter are included in the system. The new all stainless steel converter, first proven on the 911 Carrera 4, provides the same benefits of high exhaust cleansing efficiency with unsurpassed exhaust flow. Of course, the exhausting process is always initiated with Porsche’s tuned equal-length stain-less steel exhaust headers. Porsche’s develop-ment team succeeded in meeting worldwide noise regulations while preserving a satisfying sport exhaust note.

“The throttle response proved outstanding.”AutoWeek

HAND-ASSEMBLED, THEN BENCH-TESTED FOR 30 MINUTES Like all Porsche engines, the 968’s alloy engine is hand-assembled in Zuffenhausen, to extremely precise tolerances. After which, without excep-tion. every Porsche engine undergoes bench testing, during which it receives final adjustment to specifications and monitoring for at least 30 minutes to ensure its performance and initial break-in.

“…notably better performance and fuel economy (than the 944 S2).”

Automobile Magazine

HIGHER PERFORMANCE, NEARLY IDENTICAL FUEL CONSUMPTION In true Porsche tradition, all of this additional technology and all of its resulting additional performance–14% more horsepower, 9% greater torque over the derivative engine– were gained without significantly increasing fuel consumption.

10-13 THE 968 SERIES

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A NEW 6-SPEED MANUAL TRANSMISSION MEETING MANY DESIGN GOALSThe 6-speed transmission designed expressly for the new Porsche 968 was developed by Porsche to meet many aggressive goals. These included: - A genuine close-ratio transmission, without false overdrives - Brisker acceleration and throttle response in all speed ranges - Fuel economy virtually identical to a 5-speed transmission - Attainment of the 968’s top speed in direct 6th (most cars do not have sufficient power to reach top speed in “overdrive”) - Easy shifting, even when cold - A short, convenient throw - Quick, positive gear engagement for confident shifting - Heavily finned case for proper temperature control.

“With redesigned synchromesh and atwo mass flywheel, the new six-speedtransmission is more precise, quicker,and quieter. Active drivers who enjoy

revving the engine to the cutout will lovethe manual gearbox...”Automobile Magazine

SIX GEARS FOR ACCELERATIONThe high pulling power of the 968 engine permitssixth gear to be used as an especially economical

driving range, at middle or even low speeds. Sixth gear is laid out as the target point for top speed. This means that six gears are available for accel-erating, of which five can be taken to better than 6,000 RPM, while also providing optimum accel-eration reserves under partial-load conditions.This gives a driver multiple possibilities forcognizant and capable use of the shift lever.

10-14 THE 968 SERIES

“The six-speed shifts crisply and quickly andthe gears are spaced nearly perfectly for

good power down low, a strong midrange aswell as good top end.”

AutoWeek

TIPTRONIC “NEW WORLD STANDARD” TRANSMISSION AVAILABLE The unique and celebrated Porsche Tiptronic transmission concept is available for the new 968. Now proven throughout the world in the 911 Carrera 2 and in rigorous Weissach endurance testing, the Tiptronic was refined for 1992 for both the 968 and the 911 Carrera 2 to match its control and function even more precisely to the driver’s needs. Now extra smoothness is notice-able under light throttle; at full throttle, as the car is pushed harder, the shifts become faster.

HOW “SPORTY” IS THE TIPTRONIC?Perhaps the proudest moment in Tiptronic engi-neer Josef Petersmann’s career was when bematched Porsche 968 Tiptronic test driverslapping the tortuous Nurburgring race circuitwithin 5 seconds of 968’s equipped with the6-speed manual transmission. A 5-second differ-ence over a 14-mile circuit!

THE VERSATILITY OF TIPTRONICLike a manual gearbox, Tiptronic also permits the driver to choose from various gear ranges at any time. Shifting down to accelerate, when overtak-ing for instance, can be achieved either with the throttle pedal (selector in the “automatic slot”) or through a hand shift (selector in the “manual slot”). Due to construction requirements and reduced number of gears, spacing and gear ranges differ from those of the manual gearbox. Fourth gear is designed for a top speed of 153 mph. Tiptronic counters the greater number of gears in a six speed gearbox with the advantages of up- and down- shifting without a break in tractive power and without clutch pedal activation. And, naturally, it removes the necessity of shifting and declutching in stop-and-go operation–a bother even for drivers who like to shift.

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“…with either transmission, acceleration isstrong and smooth.”

AutoWeek

HANDLING- AND COMFORT- OPTIMIZED SUSPENSION A chassis and suspension concept equally suit-able for everyday driving and for spirited track driving were paramount goals in developing the Porsche 968. Already possessing these at-tributes, the 944S2 suspension only required minor modifications to be employed. The 968’s suspension includes the race-proven MacPherson struts with coil springs at the front and semitrail-ing arms with torsion bars at the rear, most recently race proven in the IMSA Firehawk Series, where the 944S2 has dominated. Cast aluminum alloy is used extensively for maximum durability, lowest unsprung weight and handling precision. Examples of cast parts include front lower control arms, rear trailing arms, wheels, brake calipers and lug nuts. A sport suspension option includes 17-inch wheels with larger tires, stiffer spring rates, adjustable shock absorbers, larger front and rear sway bars, and even more massive brakes (from the ‘91 928).

“The 968 turns in like a slot racer,dances along the edge of adhesion like a

slalom artist, and remains extremelymanageable even when you choose to

let the tail run wide.”Automobile Magazine

“…the new Porsche offers best-in-class handling as well as strong roadholding and

acceptable ride comfort.” Automobile Magazine

FIVE-SPOKE TURBO DESIGN WHEELS &ZR RATED TIRESThe 968’s Turbo design wheels feature an asym-metric rim hump designed to prevent the tire from slipping down and possibly escaping from the rim if air pressure is lost. The open wheel design of the new Turbo style wheel was engineered expressly to help brakes cool under hard use. Standard wheels and tires are 7x16 front, 8x16 rear, fitted with 205/55 ZR 16 and 225/50 ZR16 tires, respectively. The optional wheels are 7.5x17 front, 9x17 rear, fitted with 225/45 ZR 17 and 255/40 ZRI7 rear tires.

DRIVING WITH THE TlPTRONIC: “WHAT IT’S LIKE”The operating unit with the two shift ranges (“automatic slot” and “manual slot”) is located on the central tunnel, its selector lever just as handy as the shift lever of a six speed gearbox. Chang-ing from automatic to manual driving is achieved by moving the selector lever to the right from its D position. You can move between the two oper-ating modes at will, and at any speed. In manual operation, upshots are made by forward pres-sure, downshifts accomplished by pulling back. Electronic monitoring of revolution limits avoids over-revving or stalling the engine. However, all gears can be taken to maximum revs in manual operation, with a driver determining the moment for upshifts. In automatic operation, adjustment to driving conditions will be effected by inputs from throttle use and lateral acceleration, among others. “Fast” throttle use produces late up and early downshifts, while with high lateral accelera-tions as when cornering, undesirable up and downshift movements are avoided. “Slow” throttle and low lateral acceleration, on the other hand, produce early upshifts and economical driving at lower revs. An indicator in the combination instru-ment now tells you which gear is engaged, even with the shifter in the automatic side.

“KEYLOCK” AND “SHIFTLOCK” SAFETY SYSTEMSTwo safety systems, keylock and shiftlock, are designed to eliminate false reactions in starting and parking. The ignition key can only be inserted or withdrawn and the engine started when the selector lever is in the parking position “P” (keylock) The “shiftlock” permits selection of driving ranges “R” or D” from parking position “P” or neutral “N” only when a driver simul-taneously operates the foot brake.

10-16 THE 968 SERIES

DOCUMENT REPLICA

Not only do the 968 brakes possess tremendous stopping force, the standard ABS takes the guesswork out of brake pedal modulation, and allows for steering inputs while braking. (Inciden-tally, the 968’s brakes are identical in size to those fitted to the highly touted 911 Carrera 4.)

“WORLD’S BEST” STEERINGAnother key to the Porsche 968’s exceptionalhandling is its equally exceptional force-sensitive power assisted steering. First introduced in the 928 Series, followed by the 944 Series and now a feature of the new-generation 911 Series, Porsche power assisted steering is widely acknowledged to be the benchmark of the industry by the automotive press. Rarely does a road test article fail to comment on the exce-lence of Porsche steering systems. Many writers agree: Porsche power-assisted steering is unmatched for providing steering comfort without detracting from the driving experience itself– with positive feedback, the ability to communicate richly detailed road condition information. Car and Driver magazine (August 1991) refers to the 968’s predecessor, observing, “The 944 has per-haps the best steering in the world.” Motor Trend (May 1991) agrees, “In terms of steering sensitivity, the Porsche 944 S2 is in a class of its own.”

“Indeed, if there is a production car outthere with better steering communication, or

feel, or turn-in quickness, or straight-on-center tracking, please, please let us drive

it; we haven’t yet had the pleasure.”AutoWeek

NEWLY REFINED INTERIORThe 968’s interior is designed to welcome driverand passenger into an environment created expressly for long-distance comfort, luxury and ergonomic efficiency. Here is functional luxury in the best Porsche tradition. Car and Driver maga-zine (August 1991) states, of the 944S2 Cabrio from which this interior is based, “The 944’s cockpit is pure German seriousness–aside from a few scattered controls, it’s simple and orderly and efficient.” All surfaces are finished in appeal-ing finishes and textures. Every surface that comes in contact with the driver or passenger, from the plush carpets to the form fitting seats and armrests, are softly padded for long-distance touring comfort. The door panels are designed to be both ergonomically correct and to provide storage. The dash flows gracefully into the door capping, which itself is contoured and padded for comfortable support.

BRAKES THAT WILL STOP ON A DIME-TIME AFTER TIME AFTER TIME Porsche’s brake system design goals are maxi-mum possible safety, reliability and durability. The Porsche 968 is fitted with an exquisitely engineered brake system fully up to the task of slowing and stopping this 156 mph sports car: massive four piston fixed caliper discs front and rear, anti-lock equipped, developed through Porsche’s motor racing experience. Seemingly no technology is exempt in Porsche’s cost-no-object drive to keep brake temperatures within safe limits. The aluminum alloy brake calipers dissipate heat rapidly, are low in weight and have a long operating life. The discs themselves are high-alloy steel castings, and the asbestos free pads, also race-proven, are highly resistant to wear. Each brake pad is monitored for wear, and the driver alerted by a warning light when fresh pads are needed.

BRAKE FADE IN TWO COMPETITORSIn the August 1991 issue, Car and Driver magazine performed a comparison test of the Nissan 300ZX twin turbo and the Dodge Stealth RT turbo, proclaiming, “Despite their power, the brakes in both cars suffered from noticeable fade during our brisk road drives. In fact, we noted rotor warpage on the Stealth, after only a few minutes of really hard running. Before these ninjas can lay claim to having beaten Porsche at its game, they need to offer brakes commensurate with their speed.”

“…even the standard chassis offers morestopping power and cornering grip than the

Far East competition, and the 968 is in ahandling class of its own anyway.”

Automobile Magazine

EVOLUTION OF THE 968 CABRIOLETThe fashionable 968 Cabriolet provides a fascinating study in Porsche’s genius for form following function. With the stylish top up, driver and passengers enjoy all-weather comfort, because Porsche designers developed the four-layer folding top in an elegant form to serve precisely this function. Lowering the top is as simple as releasing two latches and pushing a button The silky “whir” of the top motors is one clue to how carefully Porsche engineered the 968 Cabrio. When Car and Driver (August 1991) magazine compared the 944 S2 Cabrio to the Corvette convertible and Lotus Elan convertible, they stated, “These are three of the tightest convertibles on the road. But the 944 is as stout as a Rolex. Advantage: Porsche. The Porsche leads the quality/status/refinement race.”

10-17 THE 968 SERIES

CABRIOLET DEVELOPMENT

Production of the 968 body shell takes place at Karmann, in Rheine, Westtalen. Karmann is a body production plant specializing in exclusive production for other manufacturers. The bare steel body shells are then sent to Zuffenhausen for painting and assembly, while those designated for Cabriolet duty go to ASC for conversion to Cabriolet form. 968 Cabrios are returned to Zuffenhausen for all painting and assembly. The Cabriolet top is added in a final procedure at ASC. The 968 now returns to Zuffenhausen for quality control checks and the test drive.

OVER FIFTY WELDED-IN REINFORCING PANELSThis exceptional body quality results from over 50 welded-in additional reinforcing panels that, like the rest of the 968’s body, are galvanized for long life to maintain active and passive safety elements through a strong structure.

THE 968 CABRIOLET RECEIVES ITS FAIR SHARE 0F “OLD WORLD” HANDCRAFTING. ITS THICK TOP IS CONSTRUCTED OF FOUR LAYERS:

(1) A tough synthetic top layer,(2) Rubber for waterproofing,(3) A layer of 100% cotton to insulate and absorb sound,(4) A felt inner lining to further insulate and absorb sound.

The top is first handstitched, then hand assembled for precise, custom fit on each car, one car at a time. Top construction is handled by ASC (American Sunroof Corporation) in Heilbronn, Germany.

DOCUMENT REPLICA

10-I8 THE 968 SERIES

968’S RACE-BRED HERITAGE 968 PERFORMANCE DATA

A NEW CAR, WITH RACE-BRED HERITAGE Porsche’s durability is further demonstrated in racing the 944S2 in the IMSA Firehawk series. Over the past two seasons, the 944 S2 has been the car to beat in this series, officially titled the IMSA Firestone Firehawk Endurance Champion-ship Series, Only street stock cars are eligible. In 1990, the model won four races; by mid summer 1991, it had won seven straight– clinching the prestigious Firehawk Grand Sports Manufacturers Championship for Porsche!

• 3.0 LITER ENGINE, 236 BHP AT 6,200 RPMSoaring power from the highest ouput 3 -liter engine of its type in the world today .

“…the power supply is creamy andprogressive, the throttle response razor

sharp, and the willingness to rev isremarkable.”

Automobile Magazine

• TORQUE IS 225 LB-FT AT 4,100 RPMA mere number cannot describe the improved flexibility that the 9% higher torque brings to theexperience of driving the 968. Torque is only 3 Ib-ft less than the 911 Carreras 2 and 4.

• 0.60 MPH: 6.3 SECONDS 7.7 TIPTRONIC)*More than a half second faster than the 944 S2, This excellent acceleration figure is one of the best in the 968’s class and demonstrates the en, tasced quickness and agility of this new Porsche.

• TOP TRACK SPEED- 156 MPH (153 TIPTRONIC)* The 968’s top speed with manual transmission is 7 mph faster than the 944 S2, mostly from the higher output engine.

“…notably better performance and fuel economy (than the 944 S2),”

Automobile Magazine

• COEFFICIENT OF DRAG: 0.34 A thoroughly modern “Cd” index, which reflects the low air resistance for good fuel economy on the highway, in optimized synthesis with air man-agement functions such as engine cooling and handling stability.

• FUEL ECONOMY: 17/25MPG (17/24 MPG, TIPTRONIC)** The 968’s combination of good fuel economy and large fuel tank add up to a long cruising range– a convenience benefit.

The 944S2 has become the popular car in this series, and the reasons are varied: The 944S2 isslightly faster than the competition, and much easier to drive in the long endurance events; but the major reason for its popularity has to do with typical Porsche quality. Other makes of cars find themselves in the pits too often for repairs, while the Porsches just keep clicking off the laps. Economics also come into play. While the Porsche is the most expensive car to purchase in this series, it proves to be the most economical to race. The other competitors replace engines, transmissions, differentials, suspension and brakes (often all!) after races. Porsche teams generally resurface their brake rotors and reinstall them with fresh brake fluid– period! If the brake pads are worn (perhaps after a 12 or 24 hour race) they will change them as well.

One Porsche team mentioned that after five races in a row, compression and other tests indicated the engine was still ok, but they were new to rac-ing Porsches, and were skeptical. After tearing down the engine, they found that the test results were accurate, and reassembled the engine without replacing a thing, other than engine bearings (a standard practice for a n y engine disassembly).

Performance data shown for comparison purposes only. Porsche recommends obeying all speed limits.

** Based upon EPA estimate, for city/highway driving. Highway mileage will probably be less.

DOCUMENT REPLICA

10-19 THE 968 SERIES

DOCUMENT REPLICA

“More than just a fresh face.”

“In a nutshell, the 968 is faster, andstops, rides and handles better than the

944 it will replace.”

“…with either transmission, acceleration isstrong and smooth.”

“Acceleration is smooth and strong to the6600-rpm redline.”

“The throttle response proved outstanding.”

“The six-speed shifts crisply and quickly andthe gears are spaced nearly perfectly for

good power down low, a strong midrange as well as good top end.”

“The 968 is, as was its predecessor, a veryeasy car to drive seriously fast.”

“Indeed, if there is a production car outthere with better steering communication,

or feel, or turn-in quickness, or straight-on-center tracking, please, please let us

drive it; we haven’t yet had the pleasure.”

“…we can vouch for the car’s performance and handling and say that, yes,

the 968 is a great car.”

968 PRESS QUOTES

“…quantifiably superior to the outgoing944–and very close to the 911 Carrera 2.”

“The 968 is an attractive blend of old andnew… styling cues for the 968 draw from

Porsche’s brilliant history.”

“…the new Porsche offers best-in-class handling as well as strong roadholding and acceptable ride comfort… notably better performance and fuel economy

(than the 944 S2).”

“With redesigned synchromesh and atwo mass flywheel, the new six-speedtransmission is more precise, quicker,and quieter. Active drivers who enjoyrevving the engine to the cutout will

love the manual gearbox...”

“…even more fun to drive than lastyear’s model.”

“…the power supply is creamy andprogressive, the throttle responserazor sharp, and the willingness to

rev is remarkable.”

“…even the standard chassis offers more stopping power and cornering grip

than the Far East competition, and the 968 is in a handling class of its own anyway.”

“The 968 turns in like a slot racer,dances along the edge of adhesion like a

slalom artist, and remains extremelymanageable even when you choose

to let the tail run wide.”

“… a true gem in the hands of a serious driver.”

FROM AUTOMOBILE MAGAZINE, SEPTEMBER 1991 FROM AUTOWEEK AUGUST 19, 1991