No matter how furious some Porsche purists get about the brand’s front-engine cars, they will never rip the 924, 944, and 968 from our cold, dead hands. We know they’re not everybody’s first choice. If we could get our hands on a 911 for the same price that these three models are going for, we would probably choose the obvious answer.
However, prospective Porsche purchasers on a tighter budget are limited to the underrated, and still seriously cool coupes and convertibles with front-mounted powertrains. Of those three models, the 968 stands out as being affordable and usually attainable (unless you want the Turbo variant, in which case you’ll have to hunt for one). There’s no better Porsche for under $25,000 than the 968.
The End of Porsche’s Transaxle Era
Red 1981 Porsche 924 Turbo side shotBring a Trailer1986 Porsche 944 Turbo side angle in silverBring A Trailer
About 12 years after the first 911 was born, Porsche introduced something that would change the brand… for a couple of decades, at least. The first “transaxle” Porsche, known as the 924, debuted in 1976 and presented the world with a near perfect weight distribution. The Weissach Development Centre had conceptualized a model with two of the heaviest components on each axle — the engine was to be mounted in the front, while the transmission sat behind the driver — offering the 924 coupe with a 53% front/47% rear weight distribution.
The front-engine design philosophy wasn’t simply to match typical car manufacturers’ designs. Virtually every other automaker connects the transmission directly to the engine, forming a cohesive, heavy unit that puts almost all of its weight over the front axle. Manufacturers were able to circumvent that by placing the engine over the rear axle, but Porsche’s idea of a perfect weight balance made every other layout look bland by comparison.
Following the 924’s success (in addition to the 928, which was introduced in 1977), an evolution brought forth the 944 in 1981. The 944 is still one of the last affordable Porsches, despite its higher power output than the 924 and improved styling. Under the hood was a 2.5L I4, a 2.7L I4, a 3.0L I4, or a 2.5L turbocharged I4, depending on the model year and trim level. Power ranged from 143 hp in the earliest base models to 247 hp in the final Turbo models.
The 968 Was the Transaxle’s Final Chapter
1994 Porsche 968 Turbo S Black Front AngleRM Sotheby’s, via Classic.com
The final culmination of Porsche’s transaxle research and development resulted in the 968 — a somewhat rare model today. According to the 968 Register, only 4,039 units were sold in North America between 1991 and 1996 (for the 1992–1995 model years), with 2,095 of them being coupes, and 1,944 units sold as convertibles. Limited production means they could be difficult to come by today, but they’re still surprisingly affordable. Low sales figures led to the eventual demise of both the 968 and the transaxle layout as a whole. The model
Porsche Saved Its Best for Last
1993 Porsche 968 Turbo RS Yellow M44 3.0L SOCH Turbo I4 EngineDan Trent via Pistonheads.com
The transaxle Porsches changed considerably over the years in both design and power output, but it peaked with the 968. Buyers only had two options: a 3.0-liter naturally aspirated inline-4, which was one of the largest-displacement four-cylinders ever made for a production car, and a turbocharged variant of the same engine.
Buyers who chose the non-turbo models were greeted by one of the most powerful N/A four-cylinders on the market for its time. It made 236 horsepower at 6,200 RPM and 225 lb-ft of torque at 4,100 RPM. Other changes to the water-cooled powertrain included “VarioCam” variable valve timing, dual resonant induction, and a new exhaust system that all worked together to make more power than the engine had in previous iterations.
Of course, the Turbo S sits at the top of the 968 food chain. It’s the rarest Turbo S model Porsche has ever made, since only 14 were ever produced. It used the turbocharged version of the 968’s 3.0L inline-4, but this time Porsche gave it a tune for 300 horsepower and 368 lb-ft of torque, which was sent to the rear wheels via a six-speed manual transmission. It could sprint to 60 mph from a standstill in just 4.7 seconds before reaching a top speed of 175 mph.
Why the Last Front-Engine Porsche Stayed Affordable
1992 Porsche 968 front angle in red while parkedBring A Trailer
Putting the Turbo S model aside, most other 968 variants remain affordable today. We attribute that fact to the 968 being overshadowed by the 911, among other reasons. When almost any enthusiast imagines an old Porsche, the 911 is always their go-to example — it’s simply more memorable, better-looking, more powerful, and, of course, features a mid-engine layout. The 968’s front-mounted engine just isn’t what Porsche purists want, even if it means having a perfect weight distribution.
Adding to that, the model’s maintenance could cost more if any specialized part breaks. There aren’t many confirmed instances online of a 968’s transaxle shaft breaking, but the idea of it breaking is enough to scare some buyers away. According to RepairPal, the 968 costs an average of $720 per year to maintain, while other forums report spending up to $1,000 per year.
Current Porsche 968 Values
1992 Porsche 968 interior view of the steering wheelBring A Trailer
The 968 is still a cool-looking performance coupe or sedan that’s worth your time, even if it’s not on the 911’s level. That said, sticking to the shadows of the 911 means good examples can be found for under $25,000 today. Classic.com’s data shows the average successful auction and sale came out to $22,265, which accounts for eight sales over the last three months.
Broadening our results to include sales over the last twelve months (minus one outlier that we’ll talk about next) shows an average value of $28,052. Some exceptions are made for the Clubsport version and other low-mileage examples, which can fetch $40k to $60k.
We know the premise of the article is a Porsche for under $25k, but the Turbo S variant’s incredible performance figures, and especially its rarity, command prices well into the six-figure range if they ever go to market. In fact, a 1993 968 Turbo RS with 3k miles sold at an auction in Florida for $775,000 in March earlier this year.
Are There Any Other Used Porsches Worth Considering?
Side view of a 2010 Porsche Cayman S in greenPorsche
We could list any number of used sports cars under $25k, but the Porsche market’s clearance section is rather thin. That said, there are two clear alternatives for budget-minded Porsche buyers if the front-engine models don’t appeal: the 987 Cayman and the 986 Boxster.
The first-generation Boxster is the cheapest of the cheap, with some examples even selling for Miata money. It debuted for the 1997 model year with a rear-mounted 2.5-liter flat-six engine that made 201 horsepower. Then, in 2000, the base model saw an upgrade that replaced its smaller engine with a 2.7L flat-6 making 217 hp and 192 lb-ft of torque, and an even more powerful S trim level got a 3.2L engine with 250 hp. Overall, the 986 Boxster is still only worth an average of $14,653, according to Classic.com. Boxster S models can fetch closer to $20k, while the earliest base models can be found for under $10k.
On that note, the 987.1 Cayman is a bit more expensive. Buyers can technically find them for an average of $27,335, with the nicest examples of the S trim going for around $35k, and the earliest base models selling for under $20k. This pre-facelift model could be equipped with either a 245-hp 2.7L or a 295-hp 3.4L flat-six-cylinder. Both options still offer Porsche handling, style, and performance without costing an arm and a leg, and are more modern alternatives to the 968.
One of Porsche’s Best Modern Bargains
1992 Porsche 968 rear angle in red while parkedBring A Trailer
Now is the time to get your foot in the door of a Porsche 968; they’re not getting any younger, and low-mileage examples are only getting rarer. That means collectibility is on the rise, so prices for clean units are only going to go up from here. However, buyers can find average and good examples for under $25k now if you know where to look. Auctions typically represent the best versions — buyers usually only bring their car to auction if they know it’s nice enough to fetch a higher price.
It deserves far more recognition than it gets. While most enthusiasts still choose the 911 if they have massive budgets, or 986s and 987s with smaller budgets, the 968 gets left in the background waiting for its time to shine.
Don’t Let the Haters Get into Your Head
1992 Porsche 968 rear 3/4 angle in red while parkedBring A Trailer
There weren’t many 968s sold in North America, with totals only reaching a confirmed 4,039 units. That said, prices could be a lot higher than they actually are. For such a cool, well-balanced coupe or convertible with near-perfect weight balance, it’s only a matter of time before the market catches up to this model’s rarity and prices increase. Our advice is to avoid letting purists get into your head about the front-mounted engine. Who cares where the engine is when it has better weight distribution than some rear-mounted models in the first place.
Sources: Porsche, Classic.com, Porsche 968 Register, Stuttcars, RepairPal
