The Porsche 944 is a two-door sports car that was manufactured and marketed by Porsche from 1982 until 1991. A front-engine, rear-wheel drive model based on the platform of the 924, the 944 was available in coupé or cabriolet body styles, with either naturally aspirated or turbocharged engines. With over 163,000 cars produced, the 944 was the most successful sports car in Porsche's history until the introductions of the Boxster and 997 Carrera.[1][2]
Extensive design revisions for the 1992 model year prompted Porsche to drop the 944 nameplate and rebrand the vehicle as the 968.
History
The 924 had originally been a project of VW-Porsche, a joint Porsche/Volkswagen company incorporated to develop and produce the 914 which was sold in Europe badged as both a Porsche and a Volkswagen. In 1972, a replacement for the Volkswagen version of the 914, code named EA-425 began development. The model was to be sold as an Audi as part of the VW-Audi-Porsche marketing arrangement. Porsche was to manufacture its own version of the car.[3] At one point, Volkswagen head Rudolf Leidig declared the EX-425 was going to be a Volkswagen exclusively, thus denying Porsche's version of the 914's replacement. Although testing had begun in the spring of 1974, Volkswagen cancelled the EX-425 program, the reason being significant financial losses due to declining sales and rising development costs for new vehicles as well as the departure of Leidig. The recently introduced Volkswagen Scirocco was expected to fill the sports coupé market segment and the unfinished project was handed over to Audi to serve as the replacement for the Audi 100.[4]
The cancellation of the EX-425 program led Porsche to market an entry-level car to replace the 912E, which was a US-only stop-gap model for 1976, and their version of the 914, which was discontinued in 1975. Porsche purchased the design and the finished development mule with a Bosch K-Jetronic mechanical fuel injection system from Volkswagen. The vehicle, dubbed the 924, received positive reviews, but was criticised by Porsche enthusiasts for its Audi-sourced 2.0 L engine. In 1979, Porsche introduced a Turbocharged version of the 924 to increase performance, but this model carried a high price. Rather than scrapping the model from its line-up, Porsche decided to develop the 944, as they had done with generations of the 911; although model numbers would change, the 924 would provide the basis for this new mid level model.
The prototype of this mid level model debuted at LeMans in 1981, an unusual strategy implemented by Porsche at the time. Called the 924 GTP LeMans, the car was based on the 924 Carrera GT LeMans that competed in the event prior to the GTP's introduction. The most noticeable change in the new race car was the departure from the Audi sourced 2.0 L inline-4 engine in favour of the 2.5 L engine developed by Porsche. The new engine was mounted at an angle of 45 degree to the right and utilised a dual overhead camshaft along with counter rotating balance shafts, an unusual feature for its time that provided better weight distribution and ensured smooth power delivery by eliminating inherent vibrations resulting in the engine lasting longer. A single KKK turbocharger producing 15.5 psi enabled the engine to generate a maximum power output of 420 PS at 6,800 rpm. The engine also utilised Bosch's prototype Motronic engine management system to control ignition timing, fuel injection and boost pressure. The new race car proved to be much more fuel efficient than its predecessor, stopping only 21 times in 24 hours for fuel. The 924 GTP managed seventh position overall behind the race winning 936 and a class win at the GTP+ 3.0 category[5][6] in 1981 before being retired and stored in the Porsche museum. In 1982, Porsche debuted the production road legal version of the race car, called the 944. The car utilised many technologies its race bred sibling had used, including the balance shafts and the engine management system, but power was toned down for safety purposes.[7][8]
The new all-alloy 2479 cc inline-four engine, with a bore of 100 mm and stroke of 78.9 mm, was in essence, half of the later 928's 5.0 L V8 engine, although very few parts were actually interchangeable. Not typical in luxury sports cars, the four-cylinder engine was chosen for fuel efficiency and size, because it had to be fitted from below on the Neckarsulm production line. To overcome roughness caused by the unbalanced secondary forces that are typical of inline four-cylinder engines, Porsche included two counter-rotating balance shafts running at twice the engine speed. Invented in 1904 by British engineer Frederick Lanchester, and further developed and patented in 1975 by Mitsubishi Motors, balance shafts carry eccentric weights which produce inertial forces that balance out the unbalanced secondary forces, making a four-cylinder engine feel as smooth as a six-cylinder engine. Porsche spent some time trying to develop their own system, but when they realised that they could not improve on the system developed by Mitsubishi, they chose to pay the licensing fees rather than come up with a variation just different enough to circumvent the patent.[9] The licensing fees were about US$7–8 per car, which translated to about US$100 for the consumer to pay.[9] The engine was factory-rated at 150 hp in its U.S. configuration. Revised bodywork with wider wheel arches, similar to that of the 924 Carrera GT, a fresh interior and upgrades to the braking and suspension systems rounded out the major changes.
Models
944
Porsche introduced the 944 for the 1982 model year. It was slightly faster (despite having a poorer drag coefficient), 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 0–97 km/h (60 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.[10] 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.[9]
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 wheels remained an option).
Production
A grand total 163,192 cars in the 944 family were produced between 1982 and 1991. This made it the most successful sports car in Porsche's history until the introduction of the Boxster/Cayman and 997 Carrera.
The successor to the 944 was the 968, which was introduced in the 1992 model year and was based on an evolution of the same front-engine, transaxle platform of the 944.
944
A total of 113,070 944s were made between 1982 and 1989, with 56,921 being exported to the United States. A project joint venture with Porsche and Callaway resulted in 20 specially built turbo 944's built for the US market in 1983.[26]
944 Turbo (951/952)
A total of 25,245 944 Turbos were made, with 13,982 being exported to the United States.
† - Includes 251 Turbo Cabriolet. 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.
Motorsport
SCCA Production Class and Trans Am
After numerous successes in Europe by both the Porsche factory team and privateers at Le Mans and various supporting races, the 924/944 platform was then introduced with relative success over in North America under the SCCA Production Class. In 1984 the Rick Hurst Racing 1983 944 #44 won all 4 inaugural endurance races of the scca endurance series in the ss/gt (the turbo ran in prototype) class. Rick Hurst Racing campaigned 944s into the late 1980s eventually running two escort turbo cars in "cup configuration" at the end. In 1986, the Carlsen Racing 944 won the SCCA Escort Endurance Series Championship (S/S GT).[27] The 1988 and 1989 SCCA GT2 titles were claimed the 944S driven by David Finch for the years 1988 and 1989.[27] Heavily modified versions of the 944, some with a tube framed chassis that were built by Klym Fabcar in North America were run in the SCCA Trans Am championship, Initially these cars were run with the Audi sourced 2.0 litre engine but were dropped in favour of the Porsche 2.5 litre which was then tuned and upgraded to have an output of up to 750bhp by a company called ANDIAL[5]
944 Turbo Cup
Awards
The 944 was on Car and Driver's Ten Best list from 1983 through 1985, and the Turbo made the list for 1986.
In 1984, Car and Driver named the 944 the Best Handling Production Car in America.
See also
- 944 Cup
External links
References
- Porsche 944 - Porsche AG Porsche AG - Dr. Ing. h.c. F. Porsche AG, retrieved 2023-02-17^
- Porsche 944: History, Changes, Specifications MotorTrend, 2020-06-16, retrieved 2023-02-17^
- Karl E. Ludwigsen. Porsche, Excellence was Expected Bentley Publishers, 2008^