Porsche 944

Shrikumar, Michael Kehr, Bob Joyce, George Beuselinck, Albert Broadfoot, Leonard Zech, Walter Spector, Pete Dillon, Marc Belanger, Ryoji Sumida, and many others have contributed to the care and feeding of the FAQ and to the authorship of the information contained within it. Radio Flyer can refer to:. Dennis Mitsch, Jim Pasha, Michael Bremer, Clint Cummings, H. A 1992 movie, see Radio Flyer (film). Version 1.8.2
17 January 2006
The current FAQ maintainer is Kevin Gross, who can be reached at kgross@connact.com . A toy company, see Radio Flyer (company). The 944 was on Car and Driver's Ten Best list from 1983 through 1985, and the Turbo made the list for 1986.

The 944 S2 is the best choice among the 944's because its gas mileage is better than the Turbo's and has considerable horsepower for a normally-aspirated engine (208hp for the US model). During its time, the 944 S2 had the largest 4-cylinder petrol engine in the world (3.0L). Today it is actually necessary to equip the S2 with the 951 (944 Turbo) gearbox because this one is the only one with an oil cooler that is necessary through the immense torque. An additional 5640 944S2 cabriolets were produced in these years, with 2,402 being exported to the United States.

A total of at least 6,439 944S2 were made between 1989-1991, with 1,929 being exported to the United States. Torque was a problem at low RPM, power curve started at 5,000 RPM to 6,800 RPM. A total of 12,936 944S were made between 1987-1988, with 8,688 being exported to the United States. "SP" designates a sport package option..

A different source, Jerry Sloniger's article in the October 1991 issue of Excellence indicates that the factory built 525, of which 255 were exported to markets outside Germany. * - Includes 1000 Turbo S
† - Includes 625 Turbo Cabriolet. A total of 25,107 944 Turbos were made, with 14,235 being exported to the United States. A total of 113,070 944s were made between 1982 and 1989, with 56,921 being exported to the United States.

The 968 debuted in 1992 and was sold alongside the 928 through 1995, when both models were discontinued. Porsche quickly rethought their plans, and shifted development from a 944 S3 to a car that would replace the 944 entirely, dubbed 968. Once invested into the development process, they realized that so many parts were being changed that their "evolution" had really amassed to an almost entirely new vehicle. In early 1990, Porsche engineers began working on what they had intended to be the third evolution of the 944, the S3.

The S2 was also available as a cabriolet, a first for the 944 line. The 944S2 had the same rounded nose and valence body of the Turbo model. This was the only year for the 2.7 L, as this year saw the introduction of the 944S2 with a 3.0 L engine displacement which saw sales through 1991. The regular 944 displacement was increased to a 2.7 L engine.

In 1989 the 'S' was dropped from the 944 Turbo S, and all 944 Turbos featured the 'S' package as standard. Starting with the 88 model year, dual air bags became standard equipment on all 944 series. For the 87 model year, ABS anti-lock brakes became an available option. 1988 saw the introduction of the 944 Turbo S, with 250 bhp (186 kW) and a standard limited slip differential.

The 944S had a little more power thanks in part to the series' first sixteen valve engine, as well as other slight improvements. In 1987 a "Super" version, the 944S (naturally-aspirated), was introduced while dual air-bags and an anti-lock braking system were introduced as options on the base model. Major engine component revisions, more than 30 in all, were made to the 951 to compensate for increased internal loads and heat. The Turbo also featured several other revisions, such as improved aerodynamics, a strengthened gearbox, wider wheels and uprated suspension.

This had a turbocharged and intercooled version of the standard car's engine that produced 220 bhp (164 kW) at 6000 rpm. In 1985 Porsche introduced the 944 Turbo, a higher-performance variant, known internally as the 951. The "cookie cutter" style wheels used in the early 944s were upgraded to the new "phone dial" style wheels. Other changes included a change in oil sump capacity, new front and rear cast aluminum control arms and semi-trailing arms, a larger fuel tank, optional heated and powered seats, revised starter, and revisions in the mounting of the transaxle to reduce noise and vibration.

The alternator was upgraded from a 90 amp alternator to a 115 amp alternator. The interior's ergonomics and air conditioning system was improved and the radio antenna also moved from a standard vertical position to being embedded in the windshield. In mid-1985 the 944's underwent its first significant changes. Porsche had to pay Mitsubishi a fee of $8 for every engine using this system.

The 944's engine used the patented balance shaft technology developed by Mitsubishi (as used in the 2.6 L Astron engine) to minimise vibration. Compared to the 924, the 944 had updated bodywork and many improved parts such as its engine, brakes etc. The 944 was introduced in 1982 with a 2.5 L straight-4 engine whose design was based on one half of the Porsche 928's V8 engine. .

The 944 was a huge success for Porsche throughout the 1980s, and was available in several forms throughout its evolution: 944, 944S, 944 Turbo, and the 944S2. Production ended in 1991 when it was replaced by the Porsche 968. It was introduced in 1982 to replace the Porsche 924 as their entry level model, although the two cars were sold in parallel for a number of years. The Porsche 944 was a high performance sports car produced by German auto manufacturer Porsche.

The 924/944/968 FAQ
. ISBN 0-75252-072-5. Parragon. Porsche: The Legend.

Wood, J (1997).