944
(1983 – 1991)
Pre 1986 – (Series One)
Released in Australia in 1983, the early 944 overcame most of the disadvantages of both the 924 and 924 Turbo. With a lighter hydraulic clutch, and better torque from the engine at lower speeds. It was a vast improvement, the cars became easier to drive and much faster than the 924. Although still not quite as quick as a 924 Turbo in a straight line, the 944 could gain ground in nearly all situations due to the smoother power delivery of the new engine.
The engine was another reworking, though this time, of a Porsche design. The all alloy single overhead cam engine was effectively half of the current 928 engine, with a displacement of 2.5 litres. This large capacity for a four-cylinder engine required the use of two contra rotating balance shafts, to cancel the resonant vibration inherent in large capacity four cylinder engines. These balance shafts were used under license from Mitsubishi. Essentially it looks like one half of an early 928 engine, though no major parts are interchangeable. Fuel and spark delivery was via a Bosch Digital Motor Electronic fuel injection system.
Post 1986 – (Series Two)
The first thing you notice about a post 1986 car is the dash. Oval in shape, very similar to the 928 instrument layout. A revised seating position, coupled with a higher steering wheel, made the car much more ergonomically friendly to taller customers. A vastly improved heating and cooling system. Climate control with A/C was standard for all Australian cars. Other changes included radio aerial removed, now part of the windscreen, oil sump capacity, new front and rear cast aluminium control arms and semi-trailing arms, larger fuel tank, optional heated and power seats, revised starter and revisions in the mounting of the transaxle to reduce noise and vibration.
In 1989 a larger 2.7 litre engine was fitted for the last year of the standard 944.
944 Turbo – 951
(1986 – 1990)
With appearances likened to that of the original and exciting 924 Carrera GT, the 944 Turbo represents a modern looking car with fantastic performance.
Utilizing KKK’s K26 turbocharger, an external oil cooler, and an air-to-air intercooler, it featured the new Bosch Motronic engine management, the first production car in the world to utilise adaptive cylinder knock control. The cylinder head was also modified with ceramic liners in the exhaust ports for better thermal efficiency. Another first for a volume production car. It produced a healthy 220Hp.
The new front end and rear under-valence panel (These new body pieces allowed the car to reduce its drag coefficient to 0.33). Brakes were upgraded to fixed four spot Brembo units front and rear.
In 1989 power increased to 250Hp thanks to a modified turbocharger with redesigned vanes. The Bosch computer had different fuel/ignition/boost mapping to give higher boost over the entire RPM range compared to the original Turbo.
These higher powered cars came standard with the previous option only M030 Sports suspension. Adjustable Koni front and rear shock absorbers. The front brakes were bigger again, this time callipers and discs were sourced from the 928 S4. Larger anti-roll bars and rear torsion bars. The clutch was upgraded, the transmission had a limited slip differential and an external oil cooler. 1st and 2nd gears were hardened for increased strength. It also had harder rubber suspension bushings all around.
In 1990 a 944 Turbo Cabriolet was released, only built in limited numbers, official figures vary. But less than 630 cars were produced. It was not sold in Australia.
These cars are comfortable in heavy traffic as well as being incredibly involving on the open road. Easily fulfilling a dual role, both the 220Hp and 250Hp turbos are very smooth, fast and well balanced. Even with the much improved performance resulting from the inclusion of turbo charging, and the resulting high temperatures in the engine bay, the reliability of these engines is very high. Apart from some problems in the boost regulating system, there is little that regularly fails.
944 S
(1987- 1988)
The 944 S was the company’s first foray into sixteen-valve engines. At the same 2.5 litre displacement as its forebears, the exhaust camshaft was driven by the cam belt, and the inlet cam, driven by a chain and tensioner assembly from the middle of the exhaust cam. This engine was developed at about the same time as many other companies released their first multi valve engines. Many had poor bottom end response and it took the industry several years to learn how to produce torque and power across the entire rev range. Porsche’s engine is no different, despite being quick when revved hard, it displays disappointing low-end response.
The S also received an updated transmission that featured a larger pinion gear; a weak point in the eight-valve cars. It had the same gear ratios as the 944 Turbo, but a shorter final drive ratio like the others.
This car was delivered to Australia, but in very limited numbers.
944 S2
(1989 – 1991)
The 944 S2 took the normally aspirated sixteen-valve engine of the 944 S and increased its displacement to 3.0 litres – at 750 cc per cylinder, an impressive feat. It shared its body with that of the 944 Turbo, with its rounded nose and spoilers. Under the skin, the 944 S2 had the same wonderful Brembo brakes that graced the early Turbo. It also added a much-needed external oil cooler to the naturally aspirated engine.
With similar power to the early 944 Turbo, but no lag, they gave a power rush that improved all round performance to Turbo levels. They can be exceptionally reliable and good performers with quite different characteristics to that of the Turbo. Good examples are always in demand. With better throttle response, and slightly more low down torque than the Turbo. The result is a very fast car without turbo lag and a similarly immediate throttle response to that of a 911.
968
1992 – 1995
This was the final development of the original 924 and is heavily based upon the 944 S2, though with several significant changes. Body styling was changed to bring it into the new corporate image alongside the then new 928 GTS and the soon to be introduced 993. The engine received variable cam timing (Variocam), this was to provide further midrange torque. Again, Porsche was the first volume manufacturer to provide such an innovation, now commonplace in nearly every car produced today. In an effort to reduce engine and driveline vibration, a dual mass flywheel was used, as had been successfully fitted on the 911.
An automatic transmission was on offer for the first time since 1989, when it had been deleted as not focused or sporting enough. It sat alongside a new six-speed manual in the options list. The Tiptronic was a ZF 4-speed unit that opened a new market for Porsche. A very clever transmission it was computer controlled with several different shift patterns that it could employ according to driving style and conditions. Varying from an early shift for maximum economy, to longer shifts, holding gears longer, for spirited driving. It incorporated a yaw sensor, and sensed throttle opening speeds to hold gears in corners and provided a dynamic kick down function to shift down gears before you entered a corner. The manual gearbox was still based on an Audi unit but with a sixth gear and revised, strengthened internals and ratios. It employed a different system of detents providing a much more positive gear selection feel. A torsen type, limited slip differential was also available.
Released in two versions, a normal or road going car, and the Clubsport. A lightweight, track oriented unit. The Clubsport was also available in two trim levels, Touring and Track. The Touring had power windows, sunroof and series seats in front. The Track usually featured moulded body coloured race seats up front and the M030 option of bigger brakes with cross-drilled discs, adjustable shock absorbers and heavier, adjustable sway bars. Windows were usually manual, and the sunroof was deleted. Both Touring and Track had most of their sound deadening removed, and rear seats deleted. Feature wise internally these cars were almost identical to the 944 S2 that it replaced. The dash and heating systems were carried over almost unchanged. Only minor interior tweaks were made to the door trims and centre consoles in any effort to differentiate from its predecessor.
The modern looks and outstanding performance of these practical sports cars combined with the small numbers produced have increased demand, and prices for them remain quite high.