1981 Autoweek Intro of 944!
03-10-2005, 04:13 PM
#1
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1981 Autoweek Intro of 944!
I searched, I don't see it mentioned anywhere but it is perhaps in something too old. I'm surprise I haven't seen this posted, does anyone have this?
This is an autoweek from August 10, 1981, and it is the introduction of the 944! Some interesting things in the article. I just took some quick pictures on my phone, so forgive the quality. It's a huge magazine, too big for my scanner. The mag is all browned from age, it's kinda cool. I got it on ebay for like 5 dollars.
It mentions how they tried a v8 engine then they tried a v6 in the 944 and then finally settled on the 2.5L 4 cylinder.
This is an autoweek from August 10, 1981, and it is the introduction of the 944! Some interesting things in the article. I just took some quick pictures on my phone, so forgive the quality. It's a huge magazine, too big for my scanner. The mag is all browned from age, it's kinda cool. I got it on ebay for like 5 dollars.
It mentions how they tried a v8 engine then they tried a v6 in the 944 and then finally settled on the 2.5L 4 cylinder.
03-10-2005, 05:08 PM
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Originally Posted by yieldsign2
It mentions how they tried a v8 engine then they tried a v6 in the 944 and then finally settled on the 2.5L 4 cylinder.
"It mentions how they tried a v8 engine then they tried a v6 in the 944 and then finally saw the error of their ways and chose the 2.5L 4 cylinder."
...I like that better.
03-10-2005, 05:43 PM
#3
Drifting
Originally Posted by BigRed
Settled is such a bad word...makes it sound like they didn't like the 2.5. Let's reword that...
"It mentions how they tried a v8 engine then they tried a v6 in the 944 and then finally saw the error of their ways and chose the 2.5L 4 cylinder."
...I like that better.
"It mentions how they tried a v8 engine then they tried a v6 in the 944 and then finally saw the error of their ways and chose the 2.5L 4 cylinder."
...I like that better.
I still think a VR6 w/ a turbo would be nice in these cars mounted in the slant style as the current i4 is.
03-10-2005, 06:23 PM
#4
Rennlist Member
Thread Starter
Well I don't think I was quoting on. What they actually said is...
"The 2.5 was developed from Porsche's 5.0-liter V-8, the engine that will appear this fall in the American edition of the 928. According to Hensler, Porsche engineers actually built two prototypes for the 944, including a 3.4-liter V-6 (the V-8 with two cylinders lopped off) and the 2.5 liter four (half of the V-8).
'Initially the six clyinder looked more promising," Hensler said. "It ran more smoothly, but it was also too big for the 924 engine compartment, too powerful for the type of car, too expensive to produce, and 55lbs heavier.'
The four cylinder was just right as far as size, power output and fuel economy were concerned, but it required the cotly addition of two silencer shafts (a la Mitsubishi) to suppress the prominent secondary inertial forces inherent in the engine. These shafts run at twice the crankshaft speed and are said to help give the big bore four " the silkiness of a six - cylinder engine."
So basically, they did "settle" on it, but they settled because they had to decide on the pros and cons.
"The 2.5 was developed from Porsche's 5.0-liter V-8, the engine that will appear this fall in the American edition of the 928. According to Hensler, Porsche engineers actually built two prototypes for the 944, including a 3.4-liter V-6 (the V-8 with two cylinders lopped off) and the 2.5 liter four (half of the V-8).
'Initially the six clyinder looked more promising," Hensler said. "It ran more smoothly, but it was also too big for the 924 engine compartment, too powerful for the type of car, too expensive to produce, and 55lbs heavier.'
The four cylinder was just right as far as size, power output and fuel economy were concerned, but it required the cotly addition of two silencer shafts (a la Mitsubishi) to suppress the prominent secondary inertial forces inherent in the engine. These shafts run at twice the crankshaft speed and are said to help give the big bore four " the silkiness of a six - cylinder engine."
So basically, they did "settle" on it, but they settled because they had to decide on the pros and cons.
03-10-2005, 06:29 PM
#5
Rennlist Member
Now you're just playing with language. Everything is "settled" in one way or another.
Nice find. Can you even begin to imagine how beautiful these cars were in the early 80s?
Nice find. Can you even begin to imagine how beautiful these cars were in the early 80s?
03-10-2005, 06:39 PM
#6
Burning Brakes
When you get a chance could you scan in the article in better quality and mabe bigger. I would love to read what the article actually said.
Thanks.
Oh by the way great find!!!!!
Thanks.
Oh by the way great find!!!!!
Trending Topics
03-10-2005, 08:10 PM
#11
Rennlist Member
Thread Starter
Geocities SUCKS.
Rennlist rocks.
Here they are...
http://members.rennlist.com/yieldsig...oweekScan1.jpg
http://members.rennlist.com/yieldsig...oweekScan2.jpg
http://members.rennlist.com/yieldsig...oweekScan3.jpg
http://members.rennlist.com/yieldsig...oweekScan4.jpg
BTW 56K users may not wantto bother, 2-3 mb each.
Rennlist rocks.
Here they are...
http://members.rennlist.com/yieldsig...oweekScan1.jpg
http://members.rennlist.com/yieldsig...oweekScan2.jpg
http://members.rennlist.com/yieldsig...oweekScan3.jpg
http://members.rennlist.com/yieldsig...oweekScan4.jpg
BTW 56K users may not wantto bother, 2-3 mb each.
03-10-2005, 08:22 PM
#12
RL Community Team
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Awesome. And judging by how cool it is to have a 944 now, I can't imagine how cool it must have been in 83 (or the anticipation in 81)!
03-10-2005, 09:51 PM
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Hope you guys don't mind. Here's the full text. I just ran it through OCR, and did not proof read it. Blame any typos on Microsoft. 
August 10, 1981
By Georg Kacher
Carrera reborn, or the new, improved version of the 924?
The upcoming Porsche 944, presented exclusively in these pages in a special sneak preview, is that and more.
Developed as the eventual successor to the anemic 924, the newest Porsche has at its heart a sensational new engine: A 2.5-liter inline four-cylinder, fitted with two vertically staggered silencer shafts and developing 163bhp in European spec.
The 944 is so powerful that it likely will replace the 924 Turbo when it is introduced’ next spring in the U.S. The car’s European debut is set for the Frankfurt auto show this fall.
With the exception of the air intake scoop in the hood, bodywork on the 944 is quite close in shape to that used on the 924 Carrera, which to date has been sold only in Europe. The Carrera’s bulging fender lines have been softened somewhat on the 924, which also picks up some Carrera suspension pieces.
It is the new engine, however, that is of primary interest to Porsohephiles.
Porsche just recently took the lid off the 944 and the 2.5-liter motor, mainly to scuttle adverse speculation spawned by an early dealer presentation this spring in Germany. Although the car won’t into production until early ‘82, Porsche decided to unwrap its latest weapon ahead of schedule to allay dealers’ fears and scotch the rumor that the 944 would immediately replace the 924.
That’s simply not the case. To demonstrate the 944’s true position in Porsche’s future lineup, the company leaked technical details on the car, including its home-market price (the equivalent of about $16,000). In view of its still-distant release date, no journalist so far has been allowed to drive the new car, but I went down to Stuttgart two weeks ago to talk with Porsche’s chief engine designer, Paul Hensler, about the new 2.5-liter motor, which is destined to replace the rather imageless Audi 2-liter unit in the 924 series.
“The 944 engine will not replace any of the existing engines (in Europe) in the foreseeable future,” said Hensler. “It is to be offered as alternative for more performance and prestige to Porsche customers.”
The 163 bhp 2.5-liter unit from the 944 is so close in output to the 170 2-liter in the 924 Turbo, however, that Porsche is planning to drop the latter model from its American lineup next spring, according to company sources in the U.S. The aforementioned horsepower figures compare with the 125 bhp normally aspirated 2-liter in the European 924. There is little doubt that a rumored turbocharged 200bhp 2.5 ultimately will succeed the turbo 2.0, with a 924 Turbo scheduled to arrive in the States in ‘83—probably with a price tag approaching $30,000.
The 2.5 was developed from Porsche’s 5.0-liter V-8, the engine that will appear this fall in the American edition of the 928. According to Hensler, Porsche engineers actually built two prototypes for the 944, including a 3.4-liter V-6 (the V-8 with two cylinders lopped off) and the 2.5- liter four (half of the V-B).
“Initially, the six-cylinder looked more promising,” Hensler said. “It ran more smoothly, but it was also too big compartment, too powerful for the type of car, too expensive to produce and 55 lbs. heavier.”
The four-cylinder was just right as far as size, power output and fuel economy were concerned, but it required the costly addition of two silencer shafts (a Ia Mitsubishi) to suppress the prominent secondary inertial forces inherent in the engine. These shafts run at twice the crankshaft speed and are said to help dye the big-bore four “the silkiness of a six-cylinder engine.”
The engine probably will be produced on the 928 tooling to help shave costs. The 944 engine shares with its V-8 brother open-deck design, cylinder-head layout, valve gear and some 50 other parts. Porsche thus saved development time and expenses, but sources in Weissach say production costs are still higher than anticipated.
“The 944 unit is not a cheap engine to build,” admitted Hensler. “But it is an engine which demonstrates our engineering potential. Even with the silencer shafts and all the electronics that went into this powerplant, the 944 engine is not even one pound heavier than the comparatively ordinary 924 unit.”
Development priorities for the 924 engine were flexib1ity and optimum fuel economy under all operating conditions. The figures speak for themselves: At 163 bhp at 5,800 RPM, the 2.5-liter is about 30 percent more powerful than the 2.0-liter, but it’s every bit as economical with city/highway mileage figures of 24.7 MPG and 40.3 MPG (at a steady 55 MPH). Acceleration from 0 to 60 MPH takes just 8.3 seconds in the 944, and its top speed of 138 MPH falls just short of the 928’s limit of 144 MPH.
The use of a Bosch Motronic engine computer allowed Porsche to raise the compression ratio to an electronically monitored 10.6:1. For improved thermo dynamic efficiency, engine specialist Herr Wurster equipped the combustion chambers with quench zones for higher swirl velocity, allowing the injection of a very lean mixture, one of the preconditions for outstanding fuel economy.
The injection process and other engine functions are controlled by a digital electronic system called DEE, which consists of a black box housing an automatic ignition control device (to provide advanced spark when the engine is started); a microchip programmed to directly inject an enriched mixture when the engine is cold or to smooth out brisk acceleration maneuvers; a fuel cut-off device which is automatically engaged under trailing throttle; a rev limiter which acts by educing the fuel feed instead of cutting it off; a knock sensor, and an electronic idle speed stabilizer.
Despite all the advanced electronic equipment, the 944’s potential is not yet fully exploited. There is also an automatic gearbox on the way which will be governed electronically by the Motronic system instead of mechanically by the throttle position, and there is, of course, a turbo in the making.
In its 410 bhp 16-valve race version, this turbo first debuted at LeMans with Porsche’s new ace driver Walter Rohrl finishing seventh. Who said motor racing is of no significance to the development of production cars?
Porsche 944
Exciting new performance in Carrera skin
Exciting new performance in Carrera skin
August 10, 1981
By Georg Kacher
Carrera reborn, or the new, improved version of the 924?
The upcoming Porsche 944, presented exclusively in these pages in a special sneak preview, is that and more.
Developed as the eventual successor to the anemic 924, the newest Porsche has at its heart a sensational new engine: A 2.5-liter inline four-cylinder, fitted with two vertically staggered silencer shafts and developing 163bhp in European spec.
The 944 is so powerful that it likely will replace the 924 Turbo when it is introduced’ next spring in the U.S. The car’s European debut is set for the Frankfurt auto show this fall.
With the exception of the air intake scoop in the hood, bodywork on the 944 is quite close in shape to that used on the 924 Carrera, which to date has been sold only in Europe. The Carrera’s bulging fender lines have been softened somewhat on the 924, which also picks up some Carrera suspension pieces.
It is the new engine, however, that is of primary interest to Porsohephiles.
Porsche just recently took the lid off the 944 and the 2.5-liter motor, mainly to scuttle adverse speculation spawned by an early dealer presentation this spring in Germany. Although the car won’t into production until early ‘82, Porsche decided to unwrap its latest weapon ahead of schedule to allay dealers’ fears and scotch the rumor that the 944 would immediately replace the 924.
That’s simply not the case. To demonstrate the 944’s true position in Porsche’s future lineup, the company leaked technical details on the car, including its home-market price (the equivalent of about $16,000). In view of its still-distant release date, no journalist so far has been allowed to drive the new car, but I went down to Stuttgart two weeks ago to talk with Porsche’s chief engine designer, Paul Hensler, about the new 2.5-liter motor, which is destined to replace the rather imageless Audi 2-liter unit in the 924 series.
“The 944 engine will not replace any of the existing engines (in Europe) in the foreseeable future,” said Hensler. “It is to be offered as alternative for more performance and prestige to Porsche customers.”
The 163 bhp 2.5-liter unit from the 944 is so close in output to the 170 2-liter in the 924 Turbo, however, that Porsche is planning to drop the latter model from its American lineup next spring, according to company sources in the U.S. The aforementioned horsepower figures compare with the 125 bhp normally aspirated 2-liter in the European 924. There is little doubt that a rumored turbocharged 200bhp 2.5 ultimately will succeed the turbo 2.0, with a 924 Turbo scheduled to arrive in the States in ‘83—probably with a price tag approaching $30,000.
The 2.5 was developed from Porsche’s 5.0-liter V-8, the engine that will appear this fall in the American edition of the 928. According to Hensler, Porsche engineers actually built two prototypes for the 944, including a 3.4-liter V-6 (the V-8 with two cylinders lopped off) and the 2.5- liter four (half of the V-B).
“Initially, the six-cylinder looked more promising,” Hensler said. “It ran more smoothly, but it was also too big compartment, too powerful for the type of car, too expensive to produce and 55 lbs. heavier.”
The four-cylinder was just right as far as size, power output and fuel economy were concerned, but it required the costly addition of two silencer shafts (a Ia Mitsubishi) to suppress the prominent secondary inertial forces inherent in the engine. These shafts run at twice the crankshaft speed and are said to help dye the big-bore four “the silkiness of a six-cylinder engine.”
The engine probably will be produced on the 928 tooling to help shave costs. The 944 engine shares with its V-8 brother open-deck design, cylinder-head layout, valve gear and some 50 other parts. Porsche thus saved development time and expenses, but sources in Weissach say production costs are still higher than anticipated.
“The 944 unit is not a cheap engine to build,” admitted Hensler. “But it is an engine which demonstrates our engineering potential. Even with the silencer shafts and all the electronics that went into this powerplant, the 944 engine is not even one pound heavier than the comparatively ordinary 924 unit.”
Development priorities for the 924 engine were flexib1ity and optimum fuel economy under all operating conditions. The figures speak for themselves: At 163 bhp at 5,800 RPM, the 2.5-liter is about 30 percent more powerful than the 2.0-liter, but it’s every bit as economical with city/highway mileage figures of 24.7 MPG and 40.3 MPG (at a steady 55 MPH). Acceleration from 0 to 60 MPH takes just 8.3 seconds in the 944, and its top speed of 138 MPH falls just short of the 928’s limit of 144 MPH.
The use of a Bosch Motronic engine computer allowed Porsche to raise the compression ratio to an electronically monitored 10.6:1. For improved thermo dynamic efficiency, engine specialist Herr Wurster equipped the combustion chambers with quench zones for higher swirl velocity, allowing the injection of a very lean mixture, one of the preconditions for outstanding fuel economy.
The injection process and other engine functions are controlled by a digital electronic system called DEE, which consists of a black box housing an automatic ignition control device (to provide advanced spark when the engine is started); a microchip programmed to directly inject an enriched mixture when the engine is cold or to smooth out brisk acceleration maneuvers; a fuel cut-off device which is automatically engaged under trailing throttle; a rev limiter which acts by educing the fuel feed instead of cutting it off; a knock sensor, and an electronic idle speed stabilizer.
Despite all the advanced electronic equipment, the 944’s potential is not yet fully exploited. There is also an automatic gearbox on the way which will be governed electronically by the Motronic system instead of mechanically by the throttle position, and there is, of course, a turbo in the making.
In its 410 bhp 16-valve race version, this turbo first debuted at LeMans with Porsche’s new ace driver Walter Rohrl finishing seventh. Who said motor racing is of no significance to the development of production cars?
03-10-2005, 10:29 PM
#15
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Wild that the article and photos are from 1981, yet they look so current, because I have one sitting in my garage, all shiny and clean! Time warp!
Imagine how impressed with the S2 engine the writers would have been back then! Too bad the car went from $16k to $45k in 7 years! That took a lot away from the great design - focusing everyone on the bottom line.
Imagine how impressed with the S2 engine the writers would have been back then! Too bad the car went from $16k to $45k in 7 years! That took a lot away from the great design - focusing everyone on the bottom line.