In the shadow of the mighty 911 there lives one of the greatest-handling cars of the 1980s. Not much could challenge the Porsche 944 for outright dynamic ability, given its almost 50:50 weight distribution, torquey four-cylinder engine and brilliantly judged chassis. And that included the 911.
Launched at the 1981 Frankfurt motor show, the 944 was in effect a comprehensive evolution of the successful 924, with wide wheels, even wider ‘arches and a new, Porsche-developed engine. Developing that engine called for a clever solution, given the limited funds in the company budgets, so the architecture and the basic design of the 928’s V8 provided the building blocks for the new, 2.5-litre ‘slant-four’ Balance shafts smoothed out much of the gruffness associated with large-capacity fours, and Bosch Motronic fuel injection helped towards a power figure of 163bhp. It was an instant hit, taking over from where the compromised 924 left off.
In 1985 the old 924-derived dashboard was replaced with a much more modern-looking item. This was also the year in which Porsche brought the boosted 944 Turbo to market. The thoroughly upgraded engine produced 220bhp, the clutch and gearbox were beefed-up to cope, and bigger brakes and thicker anti-roll bars helped keep the extra power under control. A smoother front end and a bigger rear spoiler completed the transformation.
The 250bhp SE option of 1988 offered a larger turbocharger, a limited-slip differential, Koni dampers (among other suspension mods) and even bigger brakes. This became the standard Turbo spec in 1989.
Offering a sort of middle ground was the 944S, introduced in 1987. It didn’t prove hugely popular in the UK, but it did introduce a new twin-cam, 16-valve cylinder head that pushed power to 188bhp. Around the same time the basic 944 was also updated with a slightly torquier, 2.7-litre engine.
These were just the warm-up acts before the final S2 incarnation was launched in 1989. Much of the Turbo’s increased spec was combined with a 208bhp 3.0-litre engine, normally aspirated but very muscular. During 1990 a long-awaited cabriolet version was introduced, but in mid-1992 Porsche called time on the 944. It was replaced by what many would consider its ultimate evolution: the 968. Without going into too much detail (it warrants its own guide), it brought in a raft of changes from updated styling to a 240bhp version of that 3.0-litre engine, with variable valve timing. When the 968 went out of production in 1995, it marked the end of Porsche’s diversion into front-engined, putatively post-911 sports cars.
The earliest cars are a popular and affordable way into Porsche ownership, and a regular 944 remains a particularly good buy for those looking for a rewarding but sensible classic sports car. Objectively the later the car, the better, but early cars are the better value. The S2 and Turbo are an altogether more serious proposition, which will require a bigger outlay and bring bigger bills. Our advice is simple: buy the best you can afford, and enjoy it.
Common problems
• Engines and transmissions are mostly reliable if properly maintained. Proof of regular servicing is vital.
• The timing and balance belt change is an involved job that can cost up to £1000. It needs to be carried out up to every four years, especially on well-used, ungaraged cars.
• Rust is less of an issue than in most classics of this age, but look carefully at the rear suspension mounts and, especially, the rear of the sills, which can harbour corrosion.
• Velour seats don’t wear well and repairs can be costly.
WHAT TO PAY?
Earliest 944s offer the best immediate value, with good, usable cars on offer at £4000-8000. Add around 20% for an S model or a later 2.7, but price should reflect condition more than specification. Project cars can start from around £2000 but tread carefully. At £7500-15,000 you’re into good S2 territory, but the best are closer to £25,000. The Turbo models are the most sought after, and £10,000-16,000 will grab you a tidy example. A mint car might cost upwards of £30,000. Add a further 15% for the later SE.
