[2] It was the final evolution of a series of water-cooled front-engine rear wheel drive models that began almost 20 years earlier with the introduction of the 924.

[3] In addition to the numerous mechanical upgrades, the new model also received styling changes, with a more modern, streamlined look, as well as many luxury amenities not present in its predecessor, the 944.

Special bulbs were used in the taillamps which either illuminated a small area in amber colour when the turn signals were activated or in white when the car was reversing.

[4] While the exterior of the car was rounded and smoothed, the interior was largely unchanged and mostly shared with the preceding 944 S2 with the exception of switches and control knobs.

[5] The 968 also featured numerous small equipment and detail upgrades from the 944, including a Fuba roof-mounted antenna, updated single lens tail lamps, "Cup" style 16-inch alloy wheels, a wider selection of interior and exterior colours, a slightly updated "B" pillar and rear quarter window to accommodate adhesive installation to replace the older rubber gasket installation.

[7][8][9] Much of the 968's chassis was carried over from the 944 S2, which in itself shared many components with the 944 Turbo (internally numbered 951) due to lack of development funds at the time.

[14] From October 1992 through 1995, Porsche offered a lighter-weight "Club Sport" version of the 968 designed for enthusiasts seeking increased track performance.

The four-spoke airbag steering wheel was replaced with a thicker-rimmed three-spoke sports steering wheel with no airbag, heated washer jets were replaced with non heated, vanity covers in the engine bay were deleted, as was the rear wiper.

"Club Sport" decals were applied to UK market cars in either black, red or white but there was a 'delete' option.

With the no frills approach meaning less weight, as well as the optimising of the suspension, Porsche could focus media attention on the Club Sport variants fast road and track abilities.

Club Sport models were only officially available in the UK, Europe, Japan & Australia, although "grey market" cars found their way elsewhere.

The 968 Turbo S shared the same body and interior as the Club Sport and visually can be identified by the NACA bonnet hood scoops, adjustable rear wing, three-piece speedline wheels and deeper front spoiler.

The 968 Turbo RS was available in two variations; a 342 PS (252 kW; 337 hp) version using the K27 turbocharger from the Turbo S, which was built to the German ADAC GT specification (ballast added to bring the car up to the 1,350 kg minimum weight limit), and an international spec version which used a KKK L41 turbocharger with the engine rated at 355 PS (261 kW; 350 hp) and a reduced weight of 1,212 kg (2672 lbs).

The interior of the Turbo RS features a single racing bucket seat with six point harness along with a welded in roll cage required for it to be eligible.

[26][27] In the ADAC GT Cup, the Joest team achieved fourth place in the Avus race in 1993 with the Turbo RS driven by Manuel Reuter.

[29] The Seikel Motorsport team used a 968 Turbo RS at the 1994 24 Hours of Le Mans, driven by John Nielsen, Thomas Bscher and Lindsay Owen-Jones.