The Porsche 968 is often overlooked as a modern-era sports car you can buy for reasonable money. It’s the swan song for the classic 944, the water-cooled four-cylinder that has lived in the shadows of the 911 since birth. The convertible version of the car, whether it is a 944 or the 968, is one of the best looking drop-tops made, as it preserves the model’s sports car stance and the soft top is downright aerodynamic. The car shown here is listed as true mileage unknown (TMU) but it sure looks like it has the 42,959 miles as advertised. The 968 Cabrio listing is ending soon and is listed here on eBay.

I tend to judge convertibles based on how cleanly integrated the soft top is, and both eras of this model, the earlier 944 and the 968 shown here, do a great job of making the car look good in either position. The 968 is a rare bird in any configuration, with fairly limited production numbers and total sales figures. The reason for this is multi-fold: for one thing, Porsche was coming out of a fairly deep recession like most luxury goods providers, and the buyer pool was limited. At the same time, those with the capital to buy a Porsche, were likely saving their garage spot for the highly anticipated 993-chassis 911. That doesn’t discount the merits of the 968, but it does help why you don’t see many of them today.

However, most enthusiasts still take some issue with the 968 in terms of it being worth the coin. Nearly $25,000 for a four-cylinder, front-engined Porsche isn’t what collectors aspire to. However, when you look at the total package, it’s hard to refute the merits of this car. Nicely bolstered leather seats, a driver-focused cockpit, rear-wheel drive, and a huge 3.0L 4-cylinder engine that churns out a surprising amount of torque. At the time, Porsche was quick to point out that the 968 was largely re-worked underneath, and not just a prettied-up 944. In particular, the 6-speed manual was a significant upgrade over the 944 gearbox.

When comparing the 968 to the 944, most owners will say the 968’s engine is a fair bit sweeter, thanks to the VarioCam variable valve timing system. The feeling that the engine is always on the cam, ready to rip, at least adds a perception of being livelier and more responsive. Others will say the 968’s chassis feels heavier than the 944, which limits the impact of this significant change. These are all purely subjective qualities about a car that is known to be huge fun to drive, and if you can live with the TMU designation this 968 has, it looks like a well-preserved example that likely has an authentic odometer reading.