Porsche 944

In 1985 Porsche introduced the 944 Turbo, a higher-performance variant, known internally as the 951 (952 for right-hand drive models). This had a turbocharged and intercooled version of the standard car’s engine that produced 220 hp (217 in the US) at 6000 rpm. The turbo was the world’s first car using a ceramic portliner to lower exhaust gas temperatures. The Turbo also featured several other revisions, such as improved aerodynamics, a strengthened gearbox, optional transmission oil cooler, wider wheels, and uprated suspension. Major engine component revisions, more than thirty in all, were made to the 951 to compensate for increased internal loads and heat. In 1987, the naturally-aspirated 944S (“Super”) variant was introduced. The 944S had a more powerful engine (190 bhp), which marked the first use of four valve per cylinder heads in the 944 series. Also in 1987, dual air-bags and an anti-lock brake system were introduced as options on the base model. Wheel offset was increased from 23 mm (0.9 in) to 52 mm to provide clearance for the optional ABS brakes. In 1988 Porsche introduced the 944 Turbo S. The 944 Turbo S had a more powerful engine (designation number M44/52) with 247 hp (compared to the standard 944 Turbo’s 217 hp) and 250 lb·ft (339 N·m) torque (versus 243 ft·lbf). This higher output was achieved by using a larger turbo housing on the exhaust side, and a remapped engine computer. In June of 1988, Car and Driver tested the 944 Turbo S and achieved a 0-60 mph time of 5.5 seconds and a quarter mile time of 13.9 seconds at 101 mph (163 km/h). The intake manifold features an additional vacuum port for two total vacuum ports. The 944 Turbo S’s suspension was the then state of the art “M030″ option consisting of upgraded Koni adjustable shocks front and rear, ride height adjustment threaded collars on the front struts, progressive springs, larger rear torsion bars, harder bushings throughout, larger 26.8mm sway bars in the front, and chassis stiffening brackets in the front frame rails. The air conditioning dryer lines are routed differently to clear the front frame brace on the drivers side. The 944 Turbo S wheels, known as the Club Sport design, were 16″ forged and flat-dished, similar to the contemporary 928. Wheel widths were 7.5 inches (191 mm) in the front, and 9 inches (229 mm) in the rear; sizes of the Z-rated tires 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 transmission (case code designation: AOR) of the 944 Turbo S had hardened first and second gears including synchros, standard external cooler (available on earlier turbos as an option), and a standard limited slip differential with a 40% lockup. The Turbo S front brakes were borrowed from the Porsche 928 S4, with larger 4 piston, fixed calipers and rotors; ABS was also standard. The 944 Turbo S interior featured full power seats for both driver and passenger in “Burgundy plaid” as well as a 10 speaker sound system and equalizer + amp as standard features. In 1989 the ‘S’ designation was dropped from the 944 Turbo S, and all 944 Turbos featured the ‘S’ package as standard. The regular 944′s displacement was increased to 2.7 L.