968 SPORT
Indulge me if you will. While this is clearly an article about a 968, I'm going to start by rambling on about the BMW E30 M3. There is a point to this diversion, I promise. It's one born out of personal experience.
More than twenty years ago, I bought a near perfect E30 M3. I was inspired by the model's untouchable reputation amongst my peers and, of course, the E30 M3's Group A touring car legend. I was so confident this was the “ultimate driving machine” that I didn't even bother to test drive my purchase. Moreover, in all my years as a motoring hack, I hadn't driven an E30 M3 in the line of duty. There was no doubting my M3 was a good one, though. It had even bagged a few BMW Club trophies, but there was something amiss.
At first, I thought it was simply a case of me not bonding with my new homologation special. Eventually, however, I had to face facts. Me and the M3 were never going to be buddies. The 2.3-litre engine lacked torque and character. As for the handling and steering, I found it flat and lifeless.
The nadir came on a track day at the Lotus proving ground. I lobbed the M3 at one of Hethel's chassis engineers, a chap whose opinion I respected. He punted the car around a few laps, returned the keys to me and shrugged. In response, I asked what, in his opinion, was the best rear-drive chassis he'd ever driven? “Porsche 968 Club Sport,” was the unequivocal reply, before he went on to speak of handling genius born out of the front engine/rear transaxle configuration.
The BMW was3.2 — I consoled myself with the fact a 944 Lux was my daily driver. A 968 Club Sport arrived a couple of years later, although I was unable to keep it for as long as I would have liked. At £7,500, I certainly wish I had.
