Porsche 968 CS Car Reviews | NRMA Motoring & Services

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Porsche 968

CS Car Review

Author: Motoring Date: 31 October

For most motoring enthusiasts, the mention of the name Porsche up images of glamorous looks and driving pleasure. The subject of test – the 968 Club – goes well expectations in the way it drives and though the is not new, it’s still a purposeful-looking design.

Performance, and braking are the key credentials for any genuine car and the 968 CS scores highly on all three. more commendable is the fact the 968 CS gets its tremendous performance a highly efficient non-turbo engine that’s amazingly and not at all heavy on fuel.

The 968 CS’s of handling and roadholding are such the respected English car magazine recently placed it first in its handling evaluation of the world’s top hot hatches and specialised sports

Backing up the hot performance and racecar-like is one of the most powerful and effective systems I’ve experienced in 15 of new car testing.

But be warned, the 968 CS’s to providing ultimate levels of and handling means making sacrifices in other areas, comfort and convenience.

To get the desired of handling, the 968 CS has its suspension screwed up and the ride (particularly at lower around town) is on the uncomfortable of firm.

Besides plenty of power, low is what you need for maximum and so the 968 CS tosses out some ballast slows its somewhat heavier – things like the power windows and mirrors, locking, and the back seat!

At the manual-only 968 CS is the cheapest model in the range. The normal 968 coupe is (m) or $146,900 for the automatic. Prices for the 968 are $154,900 (m) and $161,900 (a).

The top-priced Porsche in Australia is the 911 coupe at $295,000.

Features and

Just as BMW may lay claim to having the world’s best production V8 in its 5 and 7-series cars, Porsche well make a similar for its 3.0 litre four-cylinder engine in the 968 CS. double overhead camshafts, 16 and VarioCam variable valve this engine puts out a amazing 176 kW of power and 305 Nm of torque. claims these are the highest for any normally-aspirated (non-turbo) four-cylinder engine in the world.

Power is through a superb six-speed gearbox that’s mounted at the in conjunction with the limited differential to achieve an ideal distribution front-to-rear.

Braking is four massive ventilated and discs, with 4-piston calipers, forced air cooling and ABS as standard. Suspension is all-independent, struts up front and torsion and semi-trailing arms at the rear.

The cockpit of the 968 CS has plenty of blanking where the controls for things electric mirrors, power central locking and a radio are found. What you do get are things to performance and handling such as ABS brakes, a limited slip massive wheels and tyres and a of body-hugging Kevlar racing One concession to making life a bit easier is power steering but the have been careful not to it too light in order to retain feel as good as a manual-steer

Body and finish

Basically, the 968 is a version of the old 944 shape, and so it retains a Porsche identity without standing out as a new model. The 968 CS sits to the ground than the standard 968 and has a spoiler to help keep it to the road.

Overall standards of looked very good on the car, though I think are other European and Japanese that do a better job with fit. Interior trim looked good, though the is more one of practicality than

Porsche backs up its manufacturing with a two year/unlimited kilometre warranty, a three year warranty and a 10 year anti-corrosion The body is fully galvanised and hot dipped. Extensive underbody cavity wax protection and plastic front guards also their part in extending the of the body.

Comfort and space

Once you get in the form-hugging, racing-style Kevlar they’re actually quite There’s absolutely no chance of about as these are seats you sit in, than on. Getting in and out of the car could a problem for less agile as you have to lift yourself the high side bolsters.

As as securing you firmly against the G forces the 968 CS is capable of generating cornering, the seats also excellent thigh support their longer than cushions. The main restriction to size would be their to match the width of the seats, leg is good and head room is

However, if racing seats your style, I believe the radical seats from the 968 can be specified.

As mentioned before, the is very firm but not really I’d describe as harsh. The over road jointing and lane markers is more due to the low-profile 40-series tyres The ride gets better the you go and though the suspension is very it copes better with surfaces than Mazda’s in my opinion.

Dispensing with the seat not only saves it also opens up the luggage The area isn’t all that but it’s long and wide, plenty of room for the luggage of two people going away for at a few days.

Behind the wheel

Porsche 968

The fixed wheel (a delightful thick-rimmed unit) blocked my view of the two dials (battery voltage and but the instrument panel itself is and legible.

Like in most vision to the rear is a bit restricted backing or manoeuvring, but the view for driving is good. The power is a welcome help when and the 968 has a compact turning circle.

On the

Despite its blistering outright the 968 CS is incredibly tractable around That’s not so surprising when you that two-thirds of the engine’s torque (pulling power) is at just 1000 rpm. A the 968 CS certainly is, but in no way is it cantankerous or difficult to in heavy traffic.

That’s not that can be said of some exotics.

When more is called for, the 968 CS accelerates and the surge of power that in around maximum torque of 4100 rpm is guaranteed to please the demanding of enthusiasts. Big four-cylinder aren’t renowned for their smoothness and there is some and noise when the engine is but it’s not really objectionable, the car’s sporty image.

The efficiency of the 968’s engine not shows up in its performance, but also in consumption. The Club Sport me time and time again the week-long road testing its small thirst. It used 9.3 litres/100 km on highway-type running and litres/100 km around town.

The figure of 10.6 litres/100 km is commendable considering the performance and way, way better than competitors such as the Mazda and Nissan 300ZX.

Complementing the is the delightful six-speed manual The ratios are close together and you combine that with the wide torque spread, no wonder the car feels so eager to in every gear. With six plus reverse, the change is fairly narrow between gear, but you soon get used to

Both the gear change and action feel strong and

Every car has its ultimate handling and if you start attacking low speed the combination of high roll strong engine torque, slip differential and the inertia of the rear transaxle can result in a loss of adhesion and oversteer. But said that, the overall balance of the 968 is first class and the road holding limits are high.

Around a race the 968 is very fast and very This enjoyment also to open road touring the 968 is so far below its absolute limits the margin of safety is way beyond cars.

Porsche brakes are well for their powerful, progressive and the 968 CS is up with the best of them. up from high speed and heavy use during testing to produce any signs of overheating and the car straight in very short in emergency braking tests. the brakes don’t require a effort to apply.

Summary

As the closest thing to a road-registered around, the Porsche 968 Club provides a truly memorable experience. Other manufacturers put out hot of their products as well, but to me, the 968 CS has the feel of a thoroughbred in the way its engine, brakes and chassis come to provide such an integrated package.

However, there are always compromises in car design and the 968 CS is no It’s aimed squarely at enthusiasts and if you’re not prepared to do many of the creature comforts found in this price or put up with some ride either look elsewhere, or opt for the CS’s better-equipped and more stablemate, the 968 Coupe.

By NRMA October 1993.

Porsche 968
Porsche 968
Porsche 968
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