Editing Porsche 944 (section)

==Models==
{| class="wikitable sortable" style="text-align: center;"
! Year 
! Model
! Power 
! Engine
|-
| 1982&ndash;1987 
| 944 
|{{convert|163|PS|kW hp|0|abbr=on}}<br/>US 1982&ndash;1985: {{convert|143|hp|kW|0|abbr=on}}<br/>US 1985&ndash;1987: {{convert|147|hp|kW|0|abbr=on}}
| rowspan="3"| 2.5 L M44/40 I4
|-
| 1988 
|944 
|{{convert|160|PS|kW hp|0|abbr=on}}
|-
| 1987&ndash;1989 
| 944&nbsp;S 
| {{convert|190|PS|kW hp|0|abbr=on}}
|-
| 1989 
| 944 
| {{convert|165|PS|kW hp|0|abbr=on}} 
|2.7 L M44/12 I4
|-
| 1989&ndash;1991 
| 944&nbsp;S2 
| {{convert|211|PS|kW hp|0|abbr=on}} 
| 3.0 L M44/41 I4
|-
| 1985&ndash;1988 
| 944 Turbo (951) 
| {{convert|220|PS|kW hp|0|abbr=on}} 
| 2.5 L M44/51 turbocharged I4
|-
| 1988 
| 944 Turbo S (951) 
| {{convert|250|PS|kW hp|0|abbr=on}} 
| rowspan="2"|2.5 L M44/52 turbocharged I4
|-
| 1989&ndash;1991 
| 944 Turbo (951) 
| {{convert|250|PS|kW hp|0|abbr=on}} 
|}

===944===
{{Multiple image | align = left | direction = vertical | width =
|image1= 1984 Porsche 944 coupe (19473129259).jpg
|image2= 1983 Porsche 944 2.5.jpg
|caption2= Porsche 944
}}

Porsche introduced the 944 for the 1982 model year. It was slightly faster (despite having a poorer drag coefficient),{{clarify|date=May 2019|reason=what was even the drag coefficient to begin with?}} was better equipped and more refined than the 924; it had better handling and stopping power, and was more comfortable to drive. The factory claimed a 0&ndash;97&nbsp;km/h (60&nbsp;mph) acceleration time of less than 9 seconds (8.3 seconds according to "Porsche the Ultimate Guide" By Scott Faragher). The car had a nearly even front to rear weight distribution (50.7% front/49.3% rear) courtesy of the rear transaxle balancing out the engine in the front.<ref>{{cite web|url= http://www.superstreetonline.com/how-to/project-car/0310ec-1986-porsche-944-turbo-specifcations/#__federated=1/ |title=Project Porsche 951 1986 944T {{sic|Speci|fcations|nolink=y}} |first=Pablo |last=Mazlumian |date=2 September 2003 |work=superstreetonline.com |access-date=29 May 2015}}</ref> North American-market cars had bigger bumpers and the front bumper had a larger rubber portion, replacing the auxiliary lights as required by the North American laws.<ref name=GLevy/>

[[File:Porsche 944 1X7A7335.jpg|thumb|Porsche 944 (USA), showing the different front bumper]]

In mid-1985, the 944 underwent its first significant changes, these included: new dashboard and door panels, embedded radio antenna, upgraded alternator (from 90 amp to 115 amp), increased oil sump capacity, new front and rear cast alloy control arms and semi-trailing arms, larger fuel tank, optional heated and powered seats, Porsche HiFi sound system, and revisions in the mounting of the [[transaxle]] to reduce noise and vibration. The front windshield was now a flush-mounted unit. The "cookie cutter" style wheels used in the early 944s were upgraded to new "phone dial" style wheels ([[Fuchs wheel]]s remained an option).

For the 1987 model year, the 944 Motronic DME was updated, and an [[anti-lock braking system]] (ABS) and driver and front passenger [[airbag]]s were introduced. The 944 Turbo was the first car to offer airbags as standard equipment; they were optional on other 944 models.<ref>{{cite web | url=https://www.excellence-mag.com/issues/179/articles/porsche-airbag-systems | title=Porsche Airbag Systems &#124; Issue 179 &#124; Excellence &#124; the Magazine About Porsche }}</ref> Because of the ABS, the wheel offset was changed to {{convert|52|mm|in|2|abbr=on}}, and Fuchs wheels were no longer available as an option.

[[File:1989 Porsche 944 2.7L.jpg|thumb|1989 Porsche 944 2.7 (USA)]]

In early 1989 before the release of the 944S2, Porsche upgraded the 944's engine from the 2.5&nbsp;L four cylinder engine to a 2.7&nbsp;L engine having a bore of {{convert|104|mm|in|1|abbr=on}} and stroke of {{convert|78.9|mm|in|1|abbr=on}}, with a rated  power output of {{cvt|165|PS|kW|0}} (versus {{cvt|160|PS|kW|0}} for the 1988 2.5&nbsp;L version) and a significant increase in torque. In addition to the increase in displacement, the new engine featured a siamesed-cylinder block design and a different cylinder head which incorporated larger valves.<ref>{{cite web|url= http://www.classicdriver.com/de/car/porsche/944/1983/221438 |work=Classic Driver |title=1983 Porsche 944 |language=de |archive-url= https://web.archive.org/web/20140524063318/http://www.classicdriver.com/de/car/porsche/944/1983/221438 |archive-date=24 May 2014 |access-date=29 May 2015}}</ref>


===Callaway 944===
In 1983, American tuning company [[Callaway Cars]] began offering a turbocharged package for the US-Spec 944 in collaboration with Porsche. The standard 2.5&nbsp;L [[straight-four engine]] was not suitable for forced induction because of the higher compression ratio of 9.5:1 which made the engine prone to failure when subject to forced induction along with the complex Bosch Motronic engine management system. Callaway engineers overcame this problem by increasing the volume of the engine's combustion chambers by milling away metal from both piston heads and chamber walls and by tweaking the Motronic system so it would ensure optimum fuel injection to the turbocharged engine along with installing their own Microfueler unit. This step was highly effective, but required disassembly of the entire engine, leading to the high cost of the package. The resulting engine's compression ratio was of 8.0:1 which was less than the standard engine but ensured linear power delivery. In order to ensure that there were no serious engine breakdowns, Callaway installed an ubiquitous internal waste gate recommending the use of 91-octane fuel in order for increased engine reliability. In addition to that, an IHI RHB6 turbocharger was installed on the right hand side of the engine along with a new free flow exhaust system incorporating a larger exhaust pipe for optimum performance. The small turbocharger eliminated turbo-lag thus ensuring linear levels of boost. The turbocharger produced 10&nbsp;psi of boost, however a boost adjuster knob located on the dashboard was optional. With these modifications, the engine generated a power output of {{cvt|284|hp|kW|0|abbr=on}} at 6,000 rpm and {{cvt|230|lbft|Nm|0|abbr=on|order=flip}} at 4,000 rpm as opposed of the standard car's {{cvt|143|hp|kW|0|abbr=on}} at 5,500 rpm. Performance increased over the standard car as well, with a {{cvt|0-60|mph|0|abbr=on}} acceleration time of 5.9 seconds and a top speed of {{cvt|165|mph|kph|0|abbr=on}}. Callaway quoted that the acceleration times would even be lower if the rev limiter was removed. Only 20 cars were produced making it one of the rarest Porsche 944s produced.<ref>{{cite web|url=https://members.rennlist.com/tholyoak/callaway3.html|title=Callaway Porsche 944|access-date= 18 July 2018}}</ref>

===944 Turbo (951 LHD/952 RHD)===

{{Multiple image | align = left | direction = vertical | width =
|image1= 1986 Porsche 944 Turbo.jpg
|caption1= Porsche 944 Turbo
|image2= 1986 Porsche 951 engine (944 Turbo).jpg
|caption2= The M44/51 turbocharged Inline-4 engine
}}

For the 1986 model year, Porsche introduced the 944 Turbo, known internally as the 951. The Turbo had a [[turbocharged]] and [[intercooler|intercooled]] version of the standard 944's engine that generated  {{convert|220|PS|kW|0|abbr=on}} ({{convert|217|hp|kW|0|abbr=on}} in the US) at 6,000 rpm. In 1987, ''Car and Driver'' tested the 944 Turbo and achieved a {{convert|0-97|kph|mph|0|abbr=on}} time of 5.9 seconds. The Turbo was the first Porsche production car utilising a ceramic port liner to retain exhaust gas temperature along with new forged pistons and was also the first vehicle to produce an identical power output with or without a catalytic converter. The Turbo also featured several other changes, such as improved aerodynamics, notably an integrated front bumper. This featured the widest turn signals (indicators) fitted to any production car, a strengthened [[gearbox]] with a different final drive ratio, standard external oil coolers for both the engine and transmission, standard 16&nbsp;inch wheels (optional forged Fuchs wheels), and a slightly stiffer suspension (progressive springs) to handle the extra weight. The Turbo also had headers, a crossover pipe and a downpipe made of inconel. The Turbo's front and rear brakes were borrowed from the 911, with [[Brembo]] 4-piston fixed calipers and 12-inch discs. Engine component revisions, more than thirty in all, were made to the 951 to compensate for increased internal loads and heat.<ref>{{cite web|url=https://www.motorsportmagazine.com/archive/article/may-1986/72/porsche-944-turbo-stuttgard-slingshot|title=Road test - Porsche 944 Turbo- Stuttgard{{sic|hide=y}} Slingshot|date=May 1986|work=[[Motor Sport (magazine)|Motor Sport]] |access-date=2019-10-28}}</ref>

[[File:1987 Porsche 944 Turbo.JPG|thumb|right|1987 Porsche 944 Turbo (US model)]]

Changes occurred for the 1987 model year. The North American variant of the 1987 944 Turbo became the first production car in the world to be equipped with driver and passenger side air bags as standard equipment. A low oil level light was added to the dash as well as a {{convert|180|mi/h|km/h|abbr=on}} speedometer as opposed to the {{convert|170|mi/h|km/h|abbr=on}} speedometer on the 1986 model year cars. Also included was the deletion of the transmission oil cooler, and a change in suspension control arms to reduce the car's scrub radius. The engine remained the same M44/51 inline-4 as in the 1986 model. ABS became fitted as standard on the Turbo, an option on the regular 944.

In 1988, Porsche introduced the 944 Turbo S with a more powerful engine (designation number M44/52) rated at a maximum power output of {{convert|250|PS|kW|0|abbr=on}} at 6,000 rpm and {{convert|350|Nm|lbft|0|abbr=on}} of torque at 4,000 rpm (the engine in the standard 944 Turbo generated {{convert|223|PS|kW|0|abbr=on}} and {{convert|243|lb·ft|Nm|abbr=on}}). This higher output was achieved by using a larger [[Kühnle, Kopp & Kausch|KKK]] K26-8 [[turbocharger]] housing and revised engine mapping which allowed maintaining maximum boost until 5,800 rpm, compared to the standard 944 Turbo, the boost would decrease from {{convert|0.75|bar|psi|abbr=on}} at 3,000 rpm to {{convert|0.52|bar|psi|abbr=on}} at 5,800 rpm. In June 1988, ''[[Car and Driver]]'' tested the 944 Turbo S (with the advantage of shorter final drive gear) and achieved a {{convert|0-97|km/h|mph|abbr=on}} acceleration time of 5.5 seconds and a quarter-mile time of 13.9 seconds at {{convert|101|mi/h|km/h|abbr=on|order=flip}}. Top speed was factory rated at {{convert|162|mi/h|km/h|abbr=on|order=flip}}.

The 944 Turbo S' suspension had the "M030" option consisting of [[KONI Group|Koni]] adjustable shocks at the front and rear, with ride height adjusting threaded collars on the front [[strut]]s, progressive rate springs, larger hollow rear anti-roll/torsion bars, harder durometer suspension bushings, larger {{convert|26.8|mm|in|3|abbr=on}} hollow anti-roll/torsion bars at the front, and chassis stiffening brackets in the front frame rails. The air conditioning dryer lines were routed so as to clear the front frame brace on the driver's side. The 944 Turbo S wheels, known as the Club Sport design, were 16-inch Fuchs forged and flat-dished, similar to the Design 90 wheel. Wheel widths were {{convert|7|in|mm|0}} at the front, and {{convert|9|in|mm|0}} at the rear with a  {{convert|52|mm|in|3|abbr=on}} offset; sizes of the Z-rated tyres were 225/50 in the front and 245/45 in the rear. The front and rear fender edges were rolled to accommodate the larger wheels. The manual transmission (case code designation: AOR) featured a higher friction clutch disc setup, an external cooler, and a limited-slip differential with a 40% lockup setting. The Turbo S' front brakes were borrowed from the 928 S4, with larger [[Brembo]] GT 4-piston fixed calipers and 12-inch discs; rear [[Brembo]] brakes remained the same as a standard Turbo.

The 944 Turbo S interior featured power seats for both driver and passenger, where the majority of the factory-built Turbo S models sported a "Burgundy plaid" (Silver Rose edition) interior colour but other interior/exterior colours were available. A 10-speaker sound system and equalizer + amp was a common option with the Turbo S and S/SE prototypes. Only the earlier 1986, {{convert|253|PS|kW|abbr=on}} prototypes featured a "special wishes custom interior" options package.<ref>{{Cite web|url=https://www.porsche.com/international/accessoriesandservice/classic/models/944/944/|title=Porsche 944 - Porsche AG|website=Porsche AG - Dr. Ing. h.c. F. Porsche AG|language=en-EN|access-date=2020-01-09}}</ref>

In 1989 and later production years, the 'S' designation was dropped from the 944 Turbo S, and all of the turbocharged iterations of the 944 featured the Turbo S enhancements as standard, however the "M030" suspension and the Club Sport wheels were not part of that standard.<ref>{{cite web|last=Milani |first=Jon |title=944 Turbo S: Overview |url= http://944turbo.net/?page_id=54 |work=Porsche 944 Turbo Resource |access-date=29 May 2015}}</ref> The 944 Turbo S was the fastest production four cylinder car of its time.<ref>{{cite web |url=http://www.deutschnine.com/porsche-transaxle/porsche-944-turbo-951-952.php |work=deutschnine.com |title=Porsche 944 Turbo (951/952) History |access-date=29 May 2015 |url-status=dead |archive-url=https://web.archive.org/web/20150223084128/http://www.deutschnine.com/porsche-transaxle/porsche-944-turbo-951-952.php |archive-date=23 February 2015 }}</ref>

===944 S===
{{Citations needed section|date=September 2024}}[[File:Porsche 944 S ^ Audi R8 - Flickr - Alexandre Prévot (2).jpg|thumb|right|1987–1988 Porsche 944S, with the 16-valve DOHC engine (this example is equipped with 5-spoke wheels used on the 964)]]
[[File:Porsche 944 S interior (5685192030).jpg|thumb|Porsche 944S interior]]
For the 1987 model year, the 944 S (the S being the abbreviation of '''S'''uper) was introduced.<ref>{{Cite web |title=Everything you need to know about the Porsche 944 |url=https://www.porsche.com/ |access-date=2024-03-01 |website=www.porsche.com |language=en}}</ref> The 944 S featured a high performance naturally aspirated, dual-overhead-cam 16-valve {{convert|190|PS|kW hp|0|abbr=on}} version of the 2.5&nbsp;L engine (M44/40) featuring a self-adjusting timing belt tensioner. This marked the first use of four-valves-per-cylinder [[cylinder head|head]]s and DOHC in the 944, derived from the 928 S4 featuring a redesigned camshaft drive, a magnesium intake tract/passages, magnesium valve cover, larger capacity oil sump, and revised exhaust system. The alternator capacity was 115 amps. The wheel bearings were also strengthened and the brake servo action was made more powerful. Floating 944 calipers were standard, but the rear wheel brake circuit pressure regulator from the 944 turbo was used. Small '16 Ventiler' script badges were added on the sides in front of the body protection mouldings. Performance figures included 0-{{convert|100|km/h|mph|abbr=on}} being achieved in 6.5 seconds (Best) and a {{convert|232|km/h|mph|abbr=on}} top speed due to a {{cvt|1296|kg|lb|0|abbr=on}} curb weight. It also featured an improved programmed Bosch Digital Motronic 2.1 Computer/DME with dual knock sensors for improved fuel performance for the higher 10.9:1 compression ratio cylinder head. Like the 944 Turbo, the 944 S received progressive springs for improved handling, larger front and rear anti-roll bars, revised transmission and gearing to better suit the 2.5&nbsp;L DOHC engine's higher 6,800 rpm rev limit. Dual air bags, limited-slip differential, and an anti-lock braking system were optional on the 944 S.

A Club Sport touring package (M637) was available as was the lightweight 16-inch CS/Sport Fuchs 16x7 and 16x9 forged alloy wheels. This version was raced in Canada, Europe and in the IMSA Firehawk Cup Series held in the U.S. Production was only during 1987 and 1988. It was superseded in 1989 by the 'S2' version. The 1987 944 S' power-to-weight ratio was such that it was able to accelerate from 0 to 100&nbsp;km/h in 6.5 seconds thus matching the acceleration of its newer larger displacement 3.0&nbsp;L 944&nbsp;S2 sibling.

===944 S2===
{{Multiple image | align = left | direction = vertical | width =
|image1= Porsche 944 (2542110315).jpg
|image2= Porsche 944 S2 1991.jpg
|footer= 1989-1991 '''944 S2''' coupe
}}

In 1989 the 944 S2 was introduced, powered by a {{convert|211|PS|kW hp|0|abbr=on}} naturally aspirated, dual-overhead-cam 16-valve 3.0&nbsp;L version of the 944 S' engine. With a bore of {{convert|104|mm|in|1|abbr=on}} and a stroke of {{convert|88|mm|in|1|abbr=on}}, it was the largest production four-cylinder engine of its time.<ref>{{cite web |title=Introduction to the Porsche 944 S2 |url=http://www.deutschnine.com/porsche-transaxle/porsche-944-s2.php |work=deutschnine.com |access-date=29 May 2015 |url-status=dead |archive-url=https://web.archive.org/web/20150506144358/http://www.deutschnine.com/porsche-transaxle/porsche-944-s2.php |archive-date=6 May 2015 }}</ref> The 944 S2 also received a revised transmission and gearing to better suit the 3.0&nbsp;L M44/41 powerplant. The 944 S2 had the same rounded nose and rear valance as found on the Turbo model. Quoted performance figures included a 0–97&nbsp;km/h acceleration time of 6.0 seconds (0–100&nbsp;km/h being achieved in 6.8 seconds) and a top speed of {{convert|240|km/h|mph|0|abbr=on}} for the cars with a manual transmission. A Club Sport touring package (M637) was also available. Dual air bags (left hand drive models), limited-slip differential and ABS were optional. Design 90 16-inch cast alloy wheels were standard equipment.<ref>{{cite web|url=https://auto.howstuffworks.com/porsche-924-history12.htm|title=Porsche 924 944 and 968 History|work=How Stuff Works|date=12 June 2007 |access-date=3 May 2019}}</ref>

[[File:1991 Porsche 944 Convertible (10333936763).jpg|thumb|right|Porsche 944 S2 Cabriolet]]

===944 S2 Cabriolet===

The first Porsche 944 Cabriolet prototype was introduced at the Frankfurt Auto show in 1985.  This first prototype was styled by Anotele Lapine and built by Bauer. This new Porsche 944 Cabriolet was very well received, but it wasn't until 1987 that the American Sunroof Corporation (ASC) won the contract to build the new model. It took another two years for ASC to complete their new Weinsberg plant in Heilbronn, Germany before they could begin production. It was January 1989, before the new Porsche 944 S2 Cabriolet would begin to roll off ASC's assembly line.

The S2 Cabriolet was a very complicated build, where 944 coupe bodies were taken off the assembly line at Neckarsulm, Germany and then delivered to ASC in Heilbronn, Germany.  At ASC, structural steel reinforcement plates are welded in the front end of the car and floor pan area, to give the body the amount of torsional strength and crash safety required for a Cabriolet. After welding in these reinforcement plates, cuts are made in the body at the windshield frame, B pillars, rear side panels and tail panel, in preparation for coupe top removal. New parts to support the convertible top and the new rear deck lid are also welded in place. After the top is removed, the new Cabriolet body was sent back to Neckarsulm, where it is run through the standard production paint shop and assembly line for drive train install. Consequently, the structure of the paint finish and other corrosion inhibiting measures conform with the quality standards for Porsche and its new Cabriolet. The assembled Cabriolet was then sent back to ASC in Heilbronn for convertible top and trim installation.
 
Production for the North American market would not start until May 1989, with only 16 of the 944 S2 Cabriolets being produced for the US market. The VIN codes of these 16 cars for 1989 is unique, with two incorrect characters in the VIN starting with WP0BA. The first character "W" represents West Germany, the second character "P" signifies Porsche, the third character "0" signifies sports car, which are all correct. However, the 4th character "B" signifies the body type for a Targa, and the fifth character "A" signifies an incorrect engine type for the 944 S2 Cabriolet.  Porsche would correct this discrepancy and change the VIN codes for the 1990 model to WP0CB, with the 4th character "C" signifying a Cabriolet and the 5th character "B" signifying the correct engine for the 944 S2 Cabriolet.<ref> http://stuttcars.com/technical/vin-decoder/; Porsche Service Information 944 S2 Cabriolet 89/90 WKD 495 721 Technik; Porsche 924,944 & 968 A Collectors Guide by Michael Cotton</ref> The limited number of Cabriolets for 1989 went to only a handful of dealers and some were initially not for sale. Many of these first year Cabriolets were provided to various auto magazine staff for road test and performance articles. Others were used as advertising for reserving a 1990 model, with production growing to 1,824 Cabriolets for the US market. US production would fall to 562 Cabriolets for 1991, which would be its final year.  Only 2402 Porsche 944 S2 Cabriolets were imported into the US between 1989 and when the model was discontinued in 1991. It would be replaced by the Porsche 968 Cabriolet for 1992.

===944 Turbo Cabriolet===
[[File:Porsche 944 Turbo Cabriolet.jpg|thumb|Porsche 944 Turbo Cabriolet]]
In February 1991, Porsche unveiled the 944 Turbo Cabriolet, which combined the Turbo S' {{convert|250|PS|kW|0|abbr=on}} engine with the [[Cabriolet (automobile)|cabriolet]] body style also built by ASC. Porsche initially announced that 600 cars would be made; ultimately 625 were built, 100 of which were right-hand drive for the United Kingdom, Japanese, Australian, and South African markets. None were imported to the U.S. and The Americas.<ref>{{cite web|url=https://www.classicdriver.com/en/car/porsche/944/1991/542524|title=Porsche 944 Turbo Cabriolet|access-date=17 July 2018}}</ref>

===End of production===
In early 1990, Porsche engineers began working on what they had intended to be the third evolution of the 944, the S3. As they progressed with the development process, they realised that so many parts were being changed that they had produced an almost entirely new vehicle. Porsche consequently shifted development from the 944 S/S2 to the car that would replace the 944 entirely, the [[Porsche 968|968]]. The 944's final year of production was 1991 with over 4,000 cars built and sold. In 1992, the 968 debuted and was sold alongside the [[Porsche 928|928]] until 1995, when both water-cooled front engine models were discontinued without a direct successor.<ref>{{cite web|url=https://www.rac.co.uk/drive/car-reviews/porsche/968/968-1992-1995/|title=Porsche 968 (1992 - 1995) used car review|date=19 June 2007|work=[[RAC Limited|RAC]]|access-date=3 May 2019}}</ref><ref>{{cite web|url=https://www.autoblog.com/2015/06/30/porsche-968-motorweek-retro-review-video/|title=The dream of the '90s is alive in Porsche 968 retro review|date=30 June 2015|first=Jonathon|last=Ramsey|publisher=Autoblog|access-date=3 May 2019}}</ref>

In February 1992, a verbal agreement was given to Porsche UK from Stuttgart for the production of a prototype “Sports Equipment” 944 S2 Model with following approval to construct 15 vehicles for the UK market from the last 944 S2 coupés produced. A unique 30mm lower fully adjustable Koni Suspension with springs from the Turbo was used in combination with upgraded 31mm front stabiliser bar & adjustable rear bar. Engine output was increased to {{cvt|225|PS|kW|abbr=on}} with re-map to improve torque above 4,250rpm, as well as a sports exhaust system. Cosmetically the “SE” was fitted with Porsche colour matched “Porsche Sport” steering wheel, Bi-plane rear spoiler, SE side decals and rear badging. The modifications resulted in improved acceleration in higher rev range, flatter cornering, more precise steering, improved responsiveness, confidence inspiring handling leading to an overall sharper response. The 944 S2 SE prototypes are regarded as the inspiration and in part development for the later 968 Club Sport.<ref>{{cite web|url=https://www.bonhams.com/auctions/24122/lot/261/?category=list|title=1092 Porsche 944 S2 SE Coupé|work=Bonhams|date=9 September 2017|access-date=3 May 2019}}</ref>
{{clear}}