DRIVETRAIN AND ENGINE SUPPORTING EQUIPMENT POWER AND PERFORMANCE
Despite wide hips affording it a poorer drag coefficient, the 944 was far better equipped and more refined than the earlier 924. Like the older Porsche, however, the 944's near even front-to-rear weight distribution (50.7% at the front, 49.3% at the rear, a split achieved thanks to a nose-mounted engine and a rear-positioned transaxle assembly) gave it class-leading handling abilities, a trait which would be further refined for 1991's 968, a car considered by many to be one of the best-handling Porsches ever produced. Of course, 944s equipped with the factory M030 suspension package (adjustable Koni dampers, among other features) and limited-slip differential are desirable, but it's worth keeping in mind this equipment, if present, will be close to forty years old. If the original dampers haven't already been replaced (we suspect they are long gone), then renewal will be on the horizon. Fortunately, a range of better specification aftermarket alternatives are available for the 944 range, be they GAZ adjustable coilovers, a Quaife ATB limited-slip differential or any one of many more options available direct from their respective manufacturers or third-party parts retailers, such as Design 911, Frazerpart, Porsche Spares UK (Woolie's Workshop), FVD Brombacher, Heritage Parts Centre or Rose Passion.
Check for coolant, oil or vacuum leaks by observing the condition of hoses while the car’s engine is running. Rubber perishes over time, which is why many owners replace OEM fluid and airflow pipework with high-performance parts made from reinforced multi-ply silicone. Many manufacturers, including Roose Motorsport and Samco Sport, produce these parts in a range of colours, but they also offer them in matte black for purists who wish to improve performance whilst retaining a factory (or classic) finish.
Look for evidence of a recent timing belt change. If you can find no supporting paperwork to support claims the work has been carried out, factor the cost of parts and labour into the purchase price of the 944 you’re looking at. Most known Porsche specialists will undertake this work for you, though the 944 enjoys a reputation for being a home mechanic's dream come true, so don't be afraid to get busy with a set of spanners and a Haynes manual.
During its time in production, the 944 was fitted with a range of different engines varying in displacement. Power ranged from the 150bhp of early cars through to the 250bhp of late Turbos, with special edition variants and limited-run race cars delivering even more in the way of performance. Unlike the 924 before it, the 944 was a Porsche-only project, meaning with proper care and maintenance, even examples with high mileage should provide you with hassle-free fun on the road (or track), although it’s fair to say low mileage cars in a standard state of tune tend to hold their value far better than those owners have seen fit to tinker with.
Be wary of Turbos producing blue smoke from their exhausts. Any such condition should be treated as a huge bargaining chip — there’s potential for a big bill to come your way if a replacement or repaired turbocharger is required. Thankfully, there are many specialists who can help with the rebuild or upgrade of the car’s forced induction equipment.
It’s worth noting the 944 Turbo’s engine (as pictured above) wasn’t put together by simply bolting a snail-shaped bhp booster onto the side of the standard 2.5-litre naturally aspirated powerplant. Different pistons, connecting rods, a revised cylinder head, an uprated valvetrain and a free-flowing intake system were all specially commissioned for the model. A strengthened gearbox with model-specific final drive, standalone oil coolers for both the transmission and engine, stiffer suspension, bigger wheels (optional Fuchs or staggered sixteen-inch 'Teledials' were offered in place of the standard 944's fifteens) and 911 Turbo (930) brakes also formed part of the package. Needless to say, the cost of 944 Turbo ownership is far greater than stepping into a standard 944, with prices of the turbocharged transaxle regularly fetching four times that of naturally aspirated variants.
Those who are prepared to take the financial plunge are rewarded with a very special sports car. This was the first production Porsche to make use of a ceramic port liner and also the first car to deliver the very same power output with or without a catalytic converter in place, amounting to a sprint from rest to 60mph in 5.9 seconds. Further improvements came with the arrival of the limited-run 944 Turbo S, boosting power to near 250bhp and 258lb-ft by way of a bigger turbocharger and new ECU software, maintaining boost at 10.9psi up to 3,000rpm and reducing it to 7.5psi at 5,800rpm, matching boost with fuel and ignition for optimum efficiency. The standalone transmission cooler was ditched, the speedo now read 180mph, ABS was an available option and the suspension was revised to reduce scrub radius. Now making use of the famous Porsche M030 setup, the wheel arches were rolled, bigger wheels were fitted, as were thicker anti-roll and torsion bars and chassis stiffening brackets. A limited-slip differential with a forty percent lock also came as part of the Turbo S package. This was a seriously sorted 944 and found itself classified as the fastest four-cylinder production car of the day. Then, in 1989, two years before 944 production ceased and coinciding with the arrival of the S2, all Turbos adopted S trim, save for the M030 kit and Fuchs, which were optional.
As mentioned earlier, the S2 took most of its styling from the 944 Turbo, but presented its own powerplant in the form of a three-litre, sixteen-valve, twin-cam inline-four. Porsche had already upgraded the 944's engine from the original 2.5-litre lump to a 2.7 with a bore of 104mm and stroke of 78.9mm with a rated power output of 162bhp and a significant increase in torque. In addition to the hike in displacement, the new engine featured a revised block design and a different cylinder head. For the S2, displacement was increased yet again, resulting in the largest four-cylinder production engine up until that point in time. The race to 60mph from rest was completed in six seconds dead, while top speed was 150mph. In total, 14,071 944 S2s were produced, making it an easy find on the used Porsche market today.
Early 944s share the same square-type dashboard as the 924. In late 1985, Porsche provided the later car with its own curved dash in response to unhelpful comparisons between 924 and 944 trim from disgruntled motoring hacks. Door cards and switchgear were also updated, as was in-car audio equipment, sprouting extra speakers as the years went by.
944 seat fabric is known to bleach and fray if left exposed to sunlight for long periods. Replacement cloth is available to buy from Lakewell and werk924.com. It’s a poorly kept secret this is where Porsche buys replacement fabrics for cars restored by its various Porsche Classic Partner Centres, but rest assured there's a selection of automotive upholsterers with huge experience serving the Porsche scene and the skills available to bring your 944's tired interior back to its best. Contact Classic FX, Dave the Trimmer, Southbound and Awesome Classic & Custom. These guys serve many of the leading Porsche specialists involved in award-winning restorations and bespoke builds. They're also ready and waiting to take your call.
On the subject of interiors, while 944 seat fabrics (including Pasha and Porsche script in various colours) aren't renowned for being hardwearing, 944 leather is generally pretty tough and is considered to be much better quality than the hide used in many later Porsches, including the Boxster. That said, the larger bolsters of Sports seats are prone to scuffs leading to rips — drivers slide in and out of the hot seat without care, dragging their jeans across the seat bolster, sometimes rubbing the seat belt across leather at the same time. This is behaviour more than capable of resulting in an expensive repair bill. Speak to premium marque detailing specialist, Cambridge Concours, if you think the cabin furniture of the 944 you’re interested in buying requires a cosmetic lift.
Hey, you! What’s that sound? Not the original stereo system, that’s for sure. It’s highly probable the factory head unit has been replaced with a 1990s aftermarket compact disc player. We'll also wager the standard speakers are long gone. Check to make sure the door cards haven’t been butchered in the process. Also evaluate all in-car electrical systems, including seat movement, switchgear, heater controls and the effectiveness of air-conditioning. Extend your testing to electric window operation, exterior mirrors, central locking and, importantly, remote hatch unlocking. If the lid doesn’t pop up, the fault might be a duff solenoid, but then again, the catch itself might have come unfastened, requiring you to climb into the boot space via the rear seats in order to open manually. We wish to you good luck and happy 944 hunting!