Most 968s left in decent condition spent the 2000s and 2010s as the car nobody wanted, cheaper than a contemporary 911 and overshadowed by the model it replaced in Porsche’s own range. That is changing fast, and the ones coming back onto the road are mostly staying in daily or track use rather than going straight into a collection. Porsche built the 968 as the final and most sorted version of the transaxle format, a stiffer body and a bigger four-cylinder than its predecessor ever had, with the same near even weight split front to rear. None of that shows up in the seat. A standard 968 seat was built for 1992 motorway comfort, not for the grip the chassis can actually find on a circuit.
We see two kinds of owner on this car. One is bringing it back to how it left the factory and wants a seat that still reads as period-correct against that dash. The other has started doing track days in a car built decades before track days were the point, and the standard seat is the first thing letting them down mid-corner. Both end up ordering the same part first: a fitting frame built for this chassis.
We stock a fitting frame for the 968 from three different brands, more than we carry for most cars this age, and between them they cover every seat in this guide. A frame is the vehicle-specific base that bolts to the floor in place of the standard runners, and it sets your final seat height. Which frame you buy decides which seats you can run, so this choice comes first.
Part 00499112-1724, £87.00 inc VAT a side. Handed and sold individually, so tell us which side you need. Pairs with 345mm runners and takes the R100, the GT and the Corbeau Sportsman.
Part SB052, £222.60 inc VAT a side, RHD driver and passenger. Listed under a shared multi-generation Porsche bracket rather than a 968-only part, and it takes any seat in this guide paired with the right runner.
Part 86.26.16-968, £403.20 inc VAT a seat position. The 968 shares its floor with the 911, which is why Recaro's own 911 subframe fits it directly rather than needing a bracket.
Every reclining seat we sell bolts down through a base mount pattern, and on this car there are three that matter. Sparco recliners use 345mm x 271mm, which is what the Sparco subframe is built around. The Recaro Sportster CS uses a wider 405mm x 290mm pattern of its own, matched by the direct fit Recaro subframe. Cobra recliners use yet another pattern again, 291mm x 330mm, and we do not currently list a Cobra subframe for the 968, so that seat only goes on with the Planted bracket. The Corbeau Sportsman is drilled for both 291mm and 345mm, which is why it bolts straight to the Sparco subframe as well as the Planted bracket.
| Seat | Bolt pattern | Sparco subframe | Planted bracket | Recaro subframe |
|---|---|---|---|---|
| Sparco R100 | 345 x 271 | Fits | Fits | No |
| Sparco GT | 345 x 271 | Fits | Fits | No |
| Corbeau Sportsman | 291 or 345 | Fits | Fits | No |
| Recaro Sportster CS | 405 x 290 | No | Fits | Fits |
| Cobra Daytona | 291 x 330 | No | Fits | No |
The R100 is the seat we sell more of than any other, and on a 968 that has never had a seat upgrade it is usually where people start. It is compact, the recline knob clears the door card in a coupe this narrow, and the flat open base keeps the footwell easy to get in and out of. Sparco list it as suitable for all waist sizes and for drivers both over and under six foot, which is an unusually wide fit for a base mount recliner at this price, and it leaves more of the budget for the frame.
The GT is the seat to reach for if you want the cabin to look like it still belongs to 1992 rather than a modern fast road build. It sits narrower through the shoulders than the R100, and Sparco has kept the shape close to what it was building when the 968 was new, which suits a restoration as much as it suits a track car kept period-correct. It comes in standard cloth or the Houndstooth Edition, a trim Sparco has run since the seventies and one that still turns up on cars built to that brief. The fit is tighter than the rest of this guide, so check your own waist against the range before ordering. The R100 next to it covers the wider sizes if the GT does not suit.
We only put the Sportsman in a guide for a genuine classic or vintage car, and the 968 qualifies outright. Production ended in 1995, the last examples are over thirty years old now, and the car has been out of production for longer than most of its owners have had a licence, squarely inside the window we use that rule for. The backrest is a plainer, flatter shape than Corbeau’s newer recliners, closer to what a performance coupe of this generation would have shipped with, and it is drilled for both 291mm and 345mm. That dual pattern means it bolts straight to the Sparco subframe as easily as the Planted bracket, so it is also the one seat in this guide that keeps every low-cost route open if you have not settled on a frame yet. It comes in cloth, leather or vinyl, with a choice of piping colour if you want to lift the standard black.
This is the one seat in the guide with a subframe built to its own exact pattern rather than borrowed from a bracket, because Recaro already builds one for the 911 and it fits the 968’s identical floor. The Sportster CS holds you through the shoulders and thighs without the aggressive squeeze of a full bucket, so it stays comfortable on the drive to the circuit as well as on it, and Recaro list it as suitable for all waist sizes and all heights, which is rare for a seat with this much support. The heated version is worth the extra if the 968 is doing more than fair weather duty. On this car it can go straight onto the Recaro subframe, or onto the Planted bracket with a Recaro-compatible runner if you would rather keep the Planted route free for a future seat change.
The Daytona is the seat I point people at once a 968 starts doing more track days than road miles. The bolsters at the shoulders and thighs sit deeper than anything Sparco or Recaro make in this guide, so your body stays put mid-corner and your arms are free to do the steering. It is built to order through Cobra’s Signature range: spacer fabric, vinyl or leather, contrast stitching, heating or lumbar if you want them. We do not currently list a Cobra subframe for the 968, so this one only goes on with the Planted bracket.
All three frames bolt to the 968’s factory seat mounting points, so there is no drilling on a standard floor. Torque the floor bolts properly and check seat belt buckle clearance before you drive, because a sport seat often sits the buckle somewhere new. Between seat and frame go the sliding runners, and they follow the same pattern logic as the frames. Both the Sparco subframe and the Planted bracket are listed per side, so a pair of seats means adding the frame to the basket twice.
| Your seat | Runners to order | Works on |
|---|---|---|
| Sparco R100 or GT | Sparco sliding runner kit, £78.00 a pair | Sparco subframe or Planted bracket |
| Corbeau Sportsman | Corbeau 345mm sliding runners, £117.60 a pair | Sparco subframe or Planted bracket |
| Recaro Sportster CS | Recaro double locking runners, £365.40 a pair on the Recaro subframe, or the Endurance Recaro-compatible kit, £95.04 a seat, on the Planted bracket | Recaro subframe or Planted bracket |
| Cobra Daytona | Cobra Premium runners, £84.00 a seat, 291mm handle option | Planted bracket only |
The 968 was built from 1991 to 1995, in coupe, cabriolet and Club Sport form, replacing its predecessor without much change to the floor pan underneath. The frames in this guide are listed for the model generally, so if you are on the Club Sport with its lighter interior, tell us the exact spec when you order and we will confirm fitment before it ships.
| Seat | Bolt pattern | Waist | Height | Weight | Price inc VAT |
|---|---|---|---|---|---|
| Sparco R100 | 345 x 271 | All sizes | Over and under 6ft | Not published | From £282.00 |
| Sparco GT | 345 x 271 | 32 to 36in | Under 6ft | Not published | From £505.89 |
| Corbeau Sportsman | 291 or 345 | 32 to 38in | All heights | Not published | £468.00 |
| Recaro Sportster CS | 405 x 290 | All sizes | All heights | Not published | From £1,581.30 |
| Cobra Daytona | 291 x 330 | 32 to 38in | All heights | 13.5kg | From £599.00 |
Prices include VAT and were correct on 15 August 2026. Where a weight says not published, the manufacturer does not give one and we will not guess it. Waist and height figures are the manufacturers’ published fitment ranges; if you are on a boundary, ask us before ordering.
Not on a standard floor. All three frames bolt to the factory seat mounting points. Torque the floor bolts properly and check the seat belt buckle clearance before you drive, because a sport seat often sits the buckle somewhere new.
No. Sparco recliners are drilled at 345mm x 271mm, the Recaro Sportster CS at 405mm x 290mm, and the Cobra Daytona at 291mm x 330mm, and none of those line up with each other. The Corbeau Sportsman is the exception, drilled for both 291mm and 345mm. If you want the Sportster CS on its own subframe or the Daytona, go straight for the matching route.
Every seat in this guide is listed by its manufacturer as 4 point compatible, with belt slots in the backrest. If you are planning harnesses, tell us when you order and we will make sure the whole setup works together.
The Sparco subframe and the Planted bracket are both listed per seat position, with RHD driver and passenger side options, so a pair of seats means two of either in the basket. The Recaro subframe works the same way. If anything on a listing is unclear, ask before ordering.
The 968 was built from 1991 to 1995, in coupe, cabriolet and Club Sport form. The frames in this guide are listed for the model generally, so if you are on the Club Sport with its lighter interior, tell us the exact spec when you order and we will confirm fitment before it ships.
If it were my money: the R100 on the Sparco frame for a road car on a budget, because it does most of the job for the least outlay. The Sportsman if you are keeping the car close to how it left the factory, since the shape suits the era and it keeps both the Sparco and Planted routes open. The Sportster CS if you want the best all-round support seat in the lineup, and this is the one car in the whole series where it gets a frame built exactly for it rather than a bracket and a runner kit. The GT if you want a seat that looks like it was always meant to be there, provided your waist sits inside its range. And the Daytona once track days start outweighing road miles and you want the bolstering to match.
Every combination above uses parts that bolt straight to the 968’s factory mounting points. If you are between two of these seats, or between sizes, get in touch with your height and waist measurement and we will talk it through before you spend anything.
The five reclining sport seats we rate for the Audi A6 (97 Onwards), with the Cobra frame route that bolts each one straight to the factory mounting points, plus why we do not sell the Planted bracket route on this generation.
The five reclining sport seats we rate for the first-generation BMW 1-Series, with the Sparco and Recaro frame routes that bolt each one straight to the factory mounting points.
The five reclining sport seats we rate for the Volkswagen Golf Mk5, with the Cobra, Sparco and Planted Technology frame routes that bolt each one straight to the factory mounting points.
The five reclining sport seats we rate for the Porsche 968, with the Sparco, Planted Technology and Recaro frame routes that bolt each one straight to the factory mounting points.
The five reclining sport seats we rate for the Audi TT Mk2, with the Cobra Seats and Planted Technology frame routes that bolt each one straight to the factory mounting points.
The five reclining sport seats we rate for the Subaru Impreza WRX/STI, with the Sparco and Planted Technology frame routes, split by generation, that bolt each one straight to the factory mounting points.
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