dean944

Thanks for the clarify on the S and S2 cars. I have been wondering what the diff was. I had read that the 16v engines were a lot more expensive to maintain but that was about it.

I think I'll stay with the 8v 944's. The way I look at it is, the extra HP in these cars are just wasted UNLESS you put them on a track. A 300hp turbo cannot go anywhere faster than my 944n/a LEGALLY. I grew up many years ago and don't need the tickets to screw up my low insurance rates.

Towing is were I get concerned about HP. That's why I park a Titan in my driveway.

I realize I fit in with the minority on this web site. That's ok with me. To each his own, I say.

jonnybgood

The cam chain tensioner is a maintenance area not on the 8V so that is extra. That is really the only thing that is different so Sharky is correct on that.

If things go bad you have 8 extra valves, valve springs, valve guides, valve seats, lifters and one extra cam that could possibly go bad.

If that is the case then go for it. On the track is where you can take advantage of the high RPM output of the 16V engine.

sharky47

Sure, but yeah - my "S" is getting reborn as a track car.

triscadek

One thing I really like about the S is that the powerband doesn't kick in until about 3500rpm.

Stay below that and on wet roads it's hard to get into trouble, get above that and things start happening pretty quickly.

jgporsche

IMO the "S" has better torque from 1000-3000 than my turbo. But then that wheel starts to spin. I love the power from my S. I'm looking to put together some things to make it a little faster though



____________________
Jesse

'86 951 millenium yellow
'88 944S guards red

jeeper31

How do you check this? Is it hard to check/replace?

joseph mitro

ouch, there's that picture again. why does that always crop up when people talk about broken 16valves?

Steve - see the link in my sig for LOTS of pictures of the S, including my rebuild. mind me asking.....what type of suspension mods and cage are done on the car you're looking at? i've got mine for sale and just wonder how it compares?

Robert D

With the chain tensioner replacement there are different theories as to when to check the pads. With the original tensioner, my car went to 125k miles before having it replaced as this was not a specified maintenance issue from Porsche until the tensioners began to fail. My tensioner was missing the upper pad and there were only tiny pieces of the bottom bad left. Nice deep grooves were running through the metal of the tensioner under the pads...needless to say I was extremely lucky!

45k miles later the system actually failed. At the time of replacing the tensioner, the shop did not replace the chain. As a result the chain, which had been making contact with the metal of the tensioner before replacement, tore the teeth off of the camshafts. This led to the chain binding with the cams and not the chain tensioner (suprise no head damage but bent valves for sure).

After the repairs to the head/valves/etc. I planned on checking/replacing pads at 45k and the tensioner at 90k (before the car was wrecked). Good luck to you, the 944S is a fun car. I had an 86 944 and an 88 944S and liked the 944S powerband much more.

eohrnberger

How would you say the 944S accelleration compares to the 944S2's?

Just wondering where on the pecking order my S2 stacks up.

jgporsche

The powerband between the S2 and the S, I would say it is about the same until 4000 rpms. Then the S2 is a monster. That's my opinion anyway. When I was looking to buy a 944, I drove a 1990 S2 and my 88 S in the same day about an hour after each other. The S2 kicked butt, but the guy was insane on the price. So, I bought a well taken care of S.






_____________________
Jesse

'86 951 millenium yellow
'88 944S guards red

Campeck

its more than just that. when the pad slides off it tries to go around the camshaft WITH the belt. and that stretches the belt. along with catching the edge it rips everything up. if it didnt catch an edge but just took a ride around the camshaft. i doubt it would be any prettier.

eohrnberger

Cool. I like to hear that.

So, if I were to want to get more our of the S2 engine, I'd have to build it so that it could red line at like 7500 RPM, and perhaps flow the intake and exhaust abit. Now, I just wonder how hard it would be build an engine like that.

Campeck

i doubt that. the S2 has so much more TQ than my 8v
and the S doesnt have more Tq then my car till about 3,500.

jonnybgood

Someone needs to post some stock dyno charts on the NA, S and S2. The S2 has more lower end torque due to larger displacement. The S is lacking lower end torque but comes on after 3k. The S2 is one to two seconds faster to 60mph than the S. There was a large difference between Car and Driver and Road and Track on the 0-60 times in the original S road tests. IIRC 0-60 in the S2 was 6.9s and S was 7.9s to 8.4s. That is all from memory so correct if you want.

eohrnberger

The procedure is really easy. There is a link around here for it in another thread that I started specific to the topic. Took me all of an hour or so. But the only thing is to get the bottom pad. I'm still looking. Anyone hear of a source for it? Or is Porsche going to make use buy the entire tensionor assembly for like $300?