When I first started in this business, four-cylinder Porsches were the norm and, thank you for asking, I’m not talking 356s. The first ever comparison test to carry my byline was between a Porsche 924S and a Honda CRX. From there, they just went on getting better: there was the 2.7-litre version of the 944, the wonderful 944S2, the more powerful but less driveable 944 Turbo and then came the 968 in standard, Sport, ClubSport and, for just a tiny few, Turbo S form. I drove a Turbo S and didn’t much care for it, but all the other 968s were wonderful.
Of course I wanted a ClubSport, because they are icon cars, the ones that will always be worth the most but I don’t have £30,000, at least not to drop into a Clubbie, which appears the going rate for nice examples. What I do have or – more accurately, did have - was a chum with a 968 Sport he’s been toying with selling for a while. As is a Sport not just a ClubSport in a lounge suit?
That’s exactly what it is. A Sport is a ClubSport, built with a ClubSport chassis and chassis number whose certificate of authenticity calls it a ClubSport with the ‘CS luxury package’. Of the 1,923 ClubSports made, just 306 were to Sport specification of which only around half are believed to have survived. They existed to satisfy what Porsche believed was a UK-centric desire for a car with the dynamic ability of a ClubSport but some of the creature comforts of the 968, so they had rear seats, central locking, electric windows and mirrors, and less racy front seats. But that was about it and the whole thing weighed about a sack of spuds – 30kg if you’re interested – more than a base spec ClubSport-badged ClubSport and not one optioned up to Sport specification, which was easily and frequently done.