Porsche 944 (1982 - 1991)
BY ANDY ENRIGHT
In many ways the 944 was a landmark car for Porsche, demonstrating as it did that a successful sporting model could emerge from the legendary 911s shadow and be respected in its own right. Although the front-engined four-cylinder format terminated with the subsequent 968 series, the 944 paved the way for smaller Porsches such as the Boxster. Following on from the unloved 924 model, this was quite some achievement, and gives some indication as to the 944s merit. Between 1983 and 1991 the Porsche 944 was the benchmark sub-supercar coupe, and with used models becoming increasingly tempting, heres a guide to show you the best way to put a Porsche on your driveway for the price of a Punto
The original Porsche 944 Lux is a surprisingly rugged car with plenty of tried and tested VW suspension bits and a relatively understressed engine. As it developed, the 944 grew more mechanically complex and teething problems with the early 16-valve engines dented Porsches reputation for bulletproof reliability somewhat. If well looked after, 944s are trustworthy performers, but neglected models can spring some big bills. If youre after performance, opt for an S2 or a Turbo, as the pace of progress has somewhat overtaken the 163bhp and 190bhp versions, power outputs that these days can be boasted by a decent hot hatch.
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Youll spot early 944s being advertised at under £1,500 in the small ads, but unless youve got thighs the size of pipe cleaners, its best to go for the more comfortable post 1985 oval dash versions. These start at around £2,000, but most will have very high mileage. Should you want an early 944 Turbo, a decent 1986 model will retail from around £3,000, although lower mileage examples can command up to £6,000 in a market where condition is far more of a pricing variable than age. Turbo SE models start at around £5,500 and range up to over £8,000 for a well looked after coupe.
944S models start at around £3,000, whilst early S2s can be had from around £4,000. Decent 944 S2 Convertibles can fetch £9,000 whilst the last of the 1992 250bhp Turbo Convertibles are still fetching up to £13,000. Insurance starts at Group 16 for an 83 944 whilst the majority of the later models are rated at Group 20.
The list of available 944s stretches from £1,500 dogs to £18,000 beauties, with a vast welter of good, bad and ugly examples in between. The first thing to avoid is anything thats been extensively modified. Wheels should be Porsche items and any evidence of spoiler kits or aftermarket paint jobs should be given a wide berth. Likewise, you should look for a complete maintenance record.
Although this may not be forthcoming on older cars, try to ensure that the buyer isnt one of that type who can just about afford the upfront price but has skipped on upkeep. This can land you with big bills. Heres why. The 944 has what is known as an interference engine.
This means that if the timing belt fails, the pistons and valves will smash into one another with potentially expensive results, an occurrence thats not unknown especially with early 944S models. Post 1987 models have an automatic tensioning device built in, but the first batch of cars requires an expensive proprietary tool to tension the belt, and some owners tried, and failed, to do it themselves. You do not want to be picking up the bill for their incompetence! Belts on 944s should be changed every 28,000 miles, and you should allow at least £300 for this job. Another 944-specific fault are engine mounts, which often fail on the exhaust side, resulting in excess vibration at idle.
The water pump is also an item which has proved problematic and is particularly awkward to reach, replacement necessitating removal of the timing and balance belts first. If you fit the latest water pump, as recommended by Porsche mechanics, youll also need to fork out for a new thermostat too. Other problems reported by 944 owners include leaky power steering fluid reservoirs caused by poor clamps that affix the hoses, and cracking dashboards on early models caused by warping in the sun. The cabriolet models should be checked for a damaged, leaking or non-functioning hood.
Look for mounting points for roll cages, fire extinguishers or four-point harnesses and inspect carefully for crash damage. This will normally be noticeable through misaligned body panels or through evidence of respraying. Otherwise try to go for as low a mileage and as well maintained an example as your budget will allow. If the choice comes down to equivalently priced S2 or Turbo, choose the normally aspirated car.
(Estimated prices, based on a 1986 Turbo) Shop around and youll find Porsche spares at surprisingly reasonable rates. We turned up a pair of new front discs and pads for £120, with rears not dissimilarly priced. A front wing can be yours for £105, as can the turbos teardrop mirrors. A rear valance retails at around £175, whilst headlamp units are £115 each.
Piston rings are £35 a shot, whilst inlet valves and guides are £45 each. Expect to pay around £50 for a replacement cam belt.
Driving the early 944 Lux is an exercise in making the most of the available power, the chassis easily capable of handling more. The 944S answered the criticisms of those who needed more go, but youll need to work to access it as, like many early multivalve engines, its quite a peaky unit and it responds well to a sound thrashing, a fact that doesnt always bode well for the used buyer! Nevertheless, it will reach 60mph in 7.4 seconds on the way to 142mph. By far the most satisfying models to drive are the Turbo and S2 cars.
The Turbo is a genuine rocket ship, especially in 250bhp SE guise, and can show a clean pair of heels to many of todays coupes including the Porsche Boxster S and Audi TT225. With a top speed of 162mph and a sprint to 60mph of only 5.7 seconds, the 944 Turbo SE was and is a true force to be reckoned with. Even the 220bhp version can still crack 60mph in 5.
9 seconds! The 3.0-litre S2 models are slightly more sophisticated than the frenetic 2.5-litre turbo cars. With a meaty surge of torque, this was the 944 of choice for many and remains in high demand.
Barely any slower than the Turbo in real-world driving conditions, the S2 handles beautifully in classic front engine/rear wheel drive style. Step from a Boxster to a 944 S2 and you wont feel hard done by in the older car, its blend of handling, performance and comfort belying its advanced years. The cabriolet models are delightful, lacking only a marginal amount of chassis rigidity to the coupes and are even easier to sell.
Youll may well wade through plenty of rubbish looking for a decent 944, but theres no shortage of choice and this ups the odds of chancing upon a genuine car. Best bargains are 1985/86 Lux models, early S2 examples and late Turbos. If you track down a good 944, youll wonder why anybody would ever contemplate buying a new coupe, when something so good can be yours for so much less. Putting a Porsche on your drive for £6,000 is a realistic proposition.
Its worth it just to set the neighbours curtains twitching
