gordyboy

I found this in a newsgroup and thought the group might like to see it:

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While doing some 944 research tonight I found an old Article from 1986 by
Motor Trend. It's pretty good, they compare it to the Corvette which seems
like a big mismatch to me. Entry Level Porsche. vs. Chevy flagship? C'mon.
The Porsche held its own, which goes to show what a advanced performing car
it was back in its day.

Thought you 944 lovers would like to read it. Enjoy!



Motor Trend, Nov 1985 v37 p32(8)
Showdown! Porsche 944 vs. Chevrolet Corvette. (includes related article on
handling performance) (evaluation) John Hanson.
Full Text: COPYRIGHT 1985 EMAP-USA

It's matchup as natural as a Celtics-Lakers championship series, or a
McEnroe-Connors fifth-set tie-breaker: Porsche 944 Turbo versus Chevrolet
Corvette.

This is the latest installment in a 30-year rivalry that exists between
America's two favorite sports car marques. Stepping up for a head-to-head
battle on the track, in the streets, and at the showroom, Porsche versus
Vette is the type of classic confrontation that gets people involved and
enthused, reawakens emotional allegiances, and gives us a legitimate excuse
for spending track time with two of our favorite cars.

Although neither of the cars is all new for 1986, there is good reason to
pit one against the other at this point in their respective evolutions.
Porsche has figured it's time to introduce its long-delayed
turbocharged/intercooled motor in the 944 series. With 77% more torque than
its normally aspirated runningmate, stiffer underpinnings, and selectively
redesigned body parts, the 944 Turbo tickets out at a hefty base price of
$29,500. That's roughly $7000 more than the non-turbo 944; when equipped
with the requisite niceties most people opt for when purchasing such a
high-status/high-performance piece of automotive erotica, it's not far off
of the 911's base sticker.

The Corvette, in its third year of evolution (from its 1984 rebirth as a
legitimate world-class sports car) receives all-new aluminum cylinder heads,
a new free-flowing exhaust system, ABS brakes, and minor interior
refinements. With full-boat options packages the Vette prices out at
$30,850, putting it squarely in competition with the wind-aided 944.

Competition, of course, is what these two cars are all about. No other
rivalry in recent memory has so resurrected the spirit and reality of sport
in the often misused term, sports car. For two years the 944 Turbo and Vette
have done battle on the Showroom Stock racing circuit, totally dominating
their SSGT class. And if you think either manufacturer is in it just for
grins, think again. Although Showroom Stock plays to relatively small crowds
compared to the more prestigious racing series, it is definitely big budget
racing, though on a somewhat covert basis. In effect, it's more Showcase
than Showrroom; manufacturers are displaying renewed interest in the "win on
Sunday, sell on Monday" theory of enthusiast-oriented marketing. Eager to
play up their successes in Showroom Stock, Chevrolet and Porsche are fueling
a rivalry that demands to be analyzed.

The 944 Turbo is the latest--and greatest--derivation of the 924/944 series,
originally conceived back in the late 1970s as an affordable VW/Audi sports
coupe (development eventually shifted over to Porsche). Still manufactured
at the Audi factory in Neckarsulm, West Germany, the 944 Turbo, for better
or worse, retains a fair share of its 924 heritage. To dyed-in-the-leather
Porschephiles, the 944 Turbo (and any water-cooled Porsche, for that matter)
will always be less than a "respectable" Porsche. However, for those willing
to look a little closer, there are indications that Porsche is committed to
establishing the 944 Turbo as a legitimate member of the Royal Family.

The most obvious signs are under the hood. What a motor! Although the basic
engine is the same 2.5-liter counterbalanced all-aluminum four used in the
normally aspirated 944 since its introduction, it has received much more
attention than the mere addition of the turbocharger that bumps its output
from 163 to 217 hp. The crankcase was substantially reinforced with thicker
cylinder walls. Cast alloy pistons were replaced with forged units, and more
heat-resistant material was used for the valves. Both turbo and non-turbo
versions received modifications to the combustion chamber to allow for 96
octane fuel (instead of 98), as well as a revised-profile camshaft and a
third-generation Motronic engine management system (the normally aspirated
version gains 6 hp over last year).

The KKK turbocharger is water-cooled, and it thermo-siphons to circulate
coolant after engine shutdown. Producing a maximum boost of 11 psi (with
allowances for brief periods of overboost to maintain power output), the
turbo is mounted to the cool intake side of the engine where it receives
exhaust gases via cast-in ceramic port liners and stainless steel headers.
The ceramic is designed to contain heat and direct it to the turbo rather
than tax the cooling system. The charge-air produced at the turbo is
channeled through a huge, front-mounted air-to-air intercooler capable of
reducing charge temperature a full 135 [deg.] F at top speed. A Bosch
Motronic system governs fuel delivery, ignition timing, and boost control.
In response to detonation at full boost, the Motronic will retard ignition
up to 6 [deg.], then bled off boost and readvance the ignition with
micro-second speed. The system monitors and controls ignition on a
per-cylinder basis and features cold start and acceleration enrichment, a
fuel cut-off under trailing throttle for improved economy, and a "soft" fuel
starvation rev-limiter at the engine's 6500-rpm redline. It is an
exceptionally strong, smooth, latest-technology powerplant producing 217 hp
at 5800 rpm and 244 lb-ft of torque at a low 3500. It adds a mere 35 lb of
net weight and is thoroughly worthy of the Porsche emblem cast into its
valve cover.

In spite of its less than exotic strut suspension system, the 944 has always
been an excellent handler. Rather than replace it with a more up-to-date
arrangement, Porsche chose to further refine the strut system. Up front, it
featuers recalibrated struts, alloy control arms (replacing the pressed and
welded steel units), and an anti-roll bar. In the rear are alloy
semi-trailing arms sprung by torsion bars, damped with gas shocks, and
anchored with an anti-roll bar. A sport suspension, with shorter and stiffer
front coils, heavier rear torsion bars, larger-diameter anti-roll bars, and
heavier-duty shocks is optional. Four-piston fixed caliper disc brakes
(front and rear) replace the 944's two-piston units. Rack-and-pinion
steering is now power-assisted, and newly designed aluminum alloy wheels
boast 205/55VR16 Pirelli P7s front and 225/50VR16s rear.

The 944 Turbo has received minor but effective aerodynamic changes. The new
front end, which, at first, seems bumperless, incorporates the indicator
lights, fog and driving lights, and two full-width air intake slots in a
single, massive bumper/spoiler. The intake slots direct air to the
intercooler, front brakes, and air cleaner housing. In the rear an
air-deflecting valence mounted below the bumper cleans up the stream of
turbulent air exiting from under the chassis, adding to high-speed
directional stability and reducing rear lift. With these minor touches (and
a slightly reduced forntal area) the 944 Turbo has a lower coefficient of
drag than the normally aspirated 944 (0.33 to 0.34 Cd) despite its wider
tire/wheel combination.

Inside, the 944 was completely redesigned. The dashboard shows signs of 928
influence with its teardrop, '50s-modern instrument housing/airvent pod.
Most of the control ***** are laid out haphazardly along a narrow, lower
strip running the width of the dash, with a low-slung arcing center console
accommodating the stereo. To offset complaints about the low angle of the
steering wheel in previous 944s (which cramped the driver's leg room),
Porsche lifted the wheel 18 mm and installed an electric height adjustment
on the standard Recaro-designed seat. The instruments are still analog,
clearly calibrated, and white-on-black. There's a new electronically
controlled heating system, and the radio antenna is now sandwiched inside
the windshield. Power windows and side mirrors, heated windshield washer,
leather-rimmed steering wheel, digital clock, cloth-faced Recaros, and four
loudspeakers are standard. Electric sunroof (that doesn't slide open but
tilts up just a few inches from the rear), AM/FM/cassette stereo, and
partial or full leather seats are optional.

The decided difference in this 944 is due primarily to the wonderful motor
under the hood. No doubt it is a better 944, but is it $7000 better? More
important, is it a match for the equally high-priced, but much improved
Corvette?

Watching the new-generation Corvette grow up has been, at times, a
frustrating experience. Many observers contend that the mad scientists at
Milford simply let It out of its cage too soon, wreaking havoc on an
unsuspecting public. America just wasn't ready for its one and only sports
car to behave like a full-race pavement pounder. Equipped with the
high-performance Z-51 suspension, the '84 Vette would pull close to a full
1.0 g on the smoothness of the skidpad, but on real pockmarked roads, the
ride would make your teeth chatter and your kidneys bleed (well, almost). In
1985, major refinements to both chassis dynamics and engine perforamnce made
the Vette respectable enough to bring home and meet the family. For 1986,
the Corvette takes a full stride closer to world-class leadership with
further improvements to both engine and suspension, and a degree of overall
sophistication that makes this the best Vette yet.

One of the biggest changes for 1986 is the switch to all-aluminum cylinder
heads. Each head weighs 21.5 lb less than its cast iron counterpart last
year, dropping the curb weight of a stripped Corvette down below 3000 lb for
the first time in nearly 20 years (fully optioned, our test vehicle weighed
in at approximately 3200 lb). Beyond the rapid heat transfer advantages of
aluminum over cast iron, cylinder head cooling was further improved with
larger coolant passages; and the addition of a water crossover passage in
place of an exhaust heat passage. The head's combustion chamber is a
modified wedge with a volume of 3.5 cu in., resulting in a compression ratio
increase from 9.0:1 to 9.5:1. Valve seats are sintered metal and valve
guides are inserted cast iron. The spark plug is relocated to place the
electrode closer to the bore centerline and deeper into the combustion
chamber, creating a more efficient point of ignition, a faster burn rate,
and a decreased tendency for detonation. Finally, volumetric efficiency was
enhanced by increasing the inlet port flow by about 9.5%.

Unfortunately, a durability problem at the aluminum cylinder head's mounting
bosses has delayed its introduction, and early 1986 cars will use the cast
iron heads. Our test vehicle received the "new and already improved"
aluminum heads that will appear as a running change a few weeks after
introduction, and they performed without a flaw through 3000 miles of heavy
abuse.

Another new addition that also met with pre-introduction teething problems
was the Corvette's all-new "Tri" converter dual exhaust system. The plan was
to produce a more free-flowing exhaust and a quicker converter light-off for
better overall performance, improved emissions control, more precise engine
calibration, and improved idle. Instead of the conventional single
converter, the Corvette has three: two 63-cu-in. monolith converters mounted
in each exhaust takedown pipe that preheat the exhaust gases on their way to
the main 170-cu-in. converter. Pre-introduction monolith converters, ours
included, have had a tendency to block up, increasing backpressure and
slightly hampering output at wide-open throttle (we were to find out later).
Although Chevy engineers insist both problems are now solved, it's another
example of The General failing to got it right the first time. Niggling
problems aside, the engine modifications were effective. Although Chevy has
decided not to upgrade the output on the L98 from the 230 hp of last year,
it's definitely a smoother, more powerful, and precise engine.

Chevy wouldn't admit it, but we suspect the top-line Z-51 suspension
received refinements in the compliance department for 1986. This was the
smoothest, most forgiving Z-51 we've driven, yet there were no obvious
tradeoffs in roll characteristics, which were as stiff as ever. The biggest
suspension change to which Chevy will admit is the inclusion of the Bosch
ABS II anti-lock braking system. Without dragging out the specifics of how
ABS works (which are well documented), suffice it to say it's the way all
cars will come to a stop in the near future. Mated to the huge vented discs
(front and rear), the Corvette's braking was nothing short of phenomenal.

Inside and out, there were few design changes. The new top-mounted stop
light is obvious, and it's supposed to be. Although we didn't like the idea
aesthetically at first, the damn thing grows on you, completing a striking
triangle of red lights. Inside, the instrument cluster has been angled to
reduce glare and improve visibility. There is a new (optional) electronic
environmental control system that you set and forget. The steering wheel
received a slight redesign with a fatter diameter and a better grip.
Finally, a nice addition to the Corvette's standard alarm system is VATS
(Vehicle Anti-Theft System). Imbedded in the ignition key is a small
electronic resistor pellet with a specific code that matches the resistance
of a hidden decoder. If a thief inserts a key, or other instrument that does
not contain the correct code into the ignition lock, the decoder shuts down
vital systems for two minutes before another attempt can be made.

Although these few changes may seem minor, they add up to a quicker
reflexed, smoother riding, more refined Corvette. Not perfect but getting
there, it looked like it would hold its own against the stiff competition
from West Germany.

Having spent many miles behind the wheels of many Corvettes and 944s, we
figured that neither car would present significant surprises. Although this
is true to a point, it's amazing how attitudes are altered when evaluating
cars in a one-on-one format, jumping from one to the other and back again to
appraise a series of subjective and objective categories. The first part of
the comparative evaluation consisted of a full complement of empirical
data-gathering, which included acceleration, braking, lateral acceleration
(skidpad), transient response (slalom), top speed, and road course. Part two
was a subjective ride and drive that considered how each car was to live
with, how well it performed in the real world of cold morning starts,
bumper-to-bumper city traffic, parking, long distance cruising--the car, as
it were, as boon companion. It was definitely two weeks well spent and
enjoyed.

First, a disclaimer for the chronic letter writers and nitpickers. Because
we timed the program to get the first available 944 Turbo and first correct
'86 Corvette, our testing was compressed into a tight time frame. To get
color shots for the cover and lead art we had to shoot an early Corvette
that lacked the overhead brake light. Our actual test car was 100%
production-spec. Enough said, and on with the test.

gordyboy

There were few surprises in the acceleration and braking departments, with
both cars living up to, and exceeding, their respective advance notices. The
Vette, with its normally aspirated grunt-on-demand port fuel-injected V-8,
figured to smoke the Porsche off the line, while the 944 looked to catch up
at the top end of the quarter mile under full boost. As predicted, 0-30 and
0-60 went to the Vette (2.01 to 2.29 sec and 6.37 to 6.59 sec), while the
Porsche neatly nipped in at the end of the quarter with a slower E.T. but a
faster speed (14.89 sec at 94.2 mph compared to the Vette's 14.55 at 91.9).
During acceleration runs, the Porsche showed a penchant for turbo lag,
which, coupled with soft, compliant driveline mountings, produced a bucking
and pitching that could only be cured by dropping the clutch and smoking off
the line or creeping away from a stop like an economy-conscious citizen.
There's not much latitude in between. Chalk one up for the Corvette, with
its hair-trigger throttle response and sufficient low-end torque to snap
your head with the slightest tire chirp.

In impending-lockup panic stop braking, the Vette was expected to win. With
modulation controlled by computer instead of driver, the Vette (more than
400 lb heavier) was hauled down in 127 ft from 60, while the Porsche took
144 ft. In 30-0, they were dead even at 37 ft.

On the skidpad, the Corvette's reputation as Numero uno remained
untarnished. With bigger, better tires and a more sophisticated suspension
system, the Vette pulled a lateral acceleration of 0.92 g. The Porsche
managed a very respectable 0.86 g. While the Corvette tracked true with very
little rear-end slip on the ideal surface of the skidpad, the Porsche had
its tail hanging out most of the time. On breakaway, the Vette gave little
warning, simply breaking loose right now. The Porsche, on the other hand,
would talk to you, warn you, warn you again, and ease into a soft, heavy
slide that was very easy to correct and control. Although not as sticky as
the Vette, the 944 was much more forgiving.

In the slalom the Corvette beat the 944--but not by much (6.32 to 6.74 sec).
Again, the compliant suspension of the Porsche produced loads of roll, while
the vehicle's balance and precise steering made it very easy to control
through side-to-side directional changes. The 944's roll was so pronounced
in the slalom that the lower body panel directly in front of the rear tire
kissed the ground under full suspension compression through the cones. The
Vette, on the other hand, was a razor sharp flat-tracker with much quicker
steering response than the 944 and negligible roll.

Changing venues from the instrumented test facility in Pomona to the twisty
2.5-mi road course at Willow Springs Raceway, the Corvette and 944 were
pitted against one another in a familiar format. As recent Showroom Stock
races have shown, the Porsche was able to pull the Vette down the straights,
while the Corvette could leave the 944 in the corners. The Corvette's
hottest run clocked in at 1.39:79 to the Porsche's best of 1.43:47 over the
9-turn high-desert course.

On the remote desert road near Barstow (that San Bernardino County lets us
close off), both cars were fun flat-out for top speed. As advertised, the
Porsche turned precisely 153 mph on the radar gun, with excellent
directional stability. Just a nice smooth ride in the country at 153, in
clear view of the 55-mph travelers cruising out I-40 toward Needles.

The Corvette was a mild disappointment. Almost every Vette we've tested
since its debut in 1984 had turned 150-plus, with a best at Ohio's
Transportation Resarch Center of 155 mph (July '84). Although it ran smooth
and true, it was able to run only 144 mph, due, we found out later, to a
slightly clogged monolith converter. Chalk one up for Porsche's expected
excellence, and scowl a bit at the guys who "sweat the details."

Clearly, the Corvette handled the Porsche in most of the empirical
performance categories, although not by much. Of equal, or perhaps greater,
importance is what each car is like to live with. As similar as these cars
are in their performance goals, they are precisely polarized in their
methods to achieving them.

In a day and age of sophisticated electronics, the 944 Turbo appears
mechanical and basic. For many enthusiasts, this will be perceived as an
advantage; a no-nonsense, classic approach to sports car technology (though
the invisible Motronics are as advanced as anything out there). Others will
no doubt be put off by Porsche's steadfast refusal to compromise its
individuality. Whatever, sliding into the 944's cockpit for the first time
was a bit of a disappointment. Ergonomically it felt good, but it didn't
feel...Porsche. And although we appreciate the simple approach to
instrumentation and controls, the 944 seems simple to a fault--almost bland.
The mechanicals are spectacular, with an excellent shifter feel, perfectly
positioned pedals, and responsive steering. Driver position rates a good, as
do the seats for their combination of comfort and support. Visibility
garners only average ratings due to rear quarter blind spots and excessive
reflection and distortion through the rear glass lid.

As for the day-to-day performance, the 944 Turbo is a gem with only minor
flaws. Its handling is the match of 95% of the cars on the road, and it
accomplishes everything effortlessly, instilling supreme confidence. Its
compliant suspension and drivetrain absorb harshness pretty well, yet this
compliance, specifically in the drive-train, can act to amplify the inherent
on-off nature of turbo power delivery. This small concern aside, the 944
becomes more lovable the more you drive it. It is a wonderful car, and a
sports car worthy of the Porsche marque.

The Corvette, first and foremost, is a more full-fledged race car than the
Porsche. It is a rigid car with a very high degree of roll stiffness. Yet it
has a newfound measure of ride compliance that offered a surprisingly
comfortable ride over the 2400 miles from Detroit to Los Angeles (during
which it yielded an average fuel consumption rate of 24.9 mpg). The seats
are infinitely adjustable with exceptional hip, shoulder, and lumbar
support. Visibility is distinctly better than the 944's with fewer blind
spots, less distortion, and better mirror placement. Although we're not big
fans of digital instrumentation, the Vette's is the best we've ever seen.
The Chevy's instrumentation simply conveyed more information quicker than
the 944's. The Vette's interior is a nice 2-passenger cockpit and more
livable, if more cramped, than the barebones environs of the 2 + 2 944.

Pressed to make a choice between these two exceptional GTs, we'd probably
opt for the Corvette. But the final choice lies in individual tastes and
driving habits. There's a lot of hot rod in the Vette. A lot of flash and
American brashness. The turbo Porsche is understated elegance. Quiet,
confident, and subtle. Whichever approach reflects your individual driving
habits and ego is the one you'll swear is the hands-down winner and the only
logical choice. Just make sure you bring plenty of green stuff.

Bret 944

Maybe it's just me, but there seems to be a number of inaccuracies in that article. Good read though, thanks Gordyboy.

Bret

Eyal 951

Some magazines seem to get sh*ty numbers out of our cars (951) Iv seen much better numbers which would beat these corvette numbers. Thanks for the read.
~Eyal

MacWolffe

i never trust motor trend, i find that they're biased against any other car which isn't american. i would trust car and driver more than motor trend.

incessant

Lousy.. .. I have never seen an article where the vette won.. or that the reviewer would choose it if a close second!?
Says something about the guy.

Thanks for the post though!

Dilberto

Who wrote that article? Was it Brock Yates? He is very biased towards American cars.