1987 944S issues? Looking for differences btwn 8v and 16v 944's
04-23-2012, 04:45 PM
#1
Rennlist Member
Thread Starter
1987 944S issues? Looking for differences btwn 8v and 16v 944's
Hi guys,
I have to admit, I feel a little silly here: I honestly don't know much about the 16v 944's.
I'm looking for a cheap DD/track car for the girlie and came across this 1987 944S.
1987 944S in Pembroke, MA
Academically, it's right up my alley: I'm looking for one in need of either a T-belt or clutch so that I can pick it up for cheap.
That said, I'm hesitant about this one for a couple of reasons:
1) it's from New England. Everybody knows that every car ever sold in NE is just one spontaneous combustion away from killing you and yours (my '95 4Runner did actually catch on fire...it was from the Cape. Oh and it sprung a fuel leak. Twice. Oh and I lost the transmission, too).
2) No but seriously, here's the real reason: It's a 944S. I'm very familiar/comfortable with the 8v motors, and as far as I'm aware, the only difference between a 16v and 8v 944 were certain bits on the motor (and the DME, I assume). What else is specific to the 944S? You don't see many 944S's on the roads nowadays and I'm assuming parts are equally as hard to come by.
Car looks like it's in fine shape from the blurry pictures, though I'm not sure if I'll regret picking it up down the road (no pun intended) and should've just stuck with a tried-and-true 8v 944.
Thanks,
Collin
I have to admit, I feel a little silly here: I honestly don't know much about the 16v 944's.
I'm looking for a cheap DD/track car for the girlie and came across this 1987 944S.
1987 944S in Pembroke, MA
Academically, it's right up my alley: I'm looking for one in need of either a T-belt or clutch so that I can pick it up for cheap.
That said, I'm hesitant about this one for a couple of reasons:
1) it's from New England. Everybody knows that every car ever sold in NE is just one spontaneous combustion away from killing you and yours (my '95 4Runner did actually catch on fire...it was from the Cape. Oh and it sprung a fuel leak. Twice. Oh and I lost the transmission, too).
2) No but seriously, here's the real reason: It's a 944S. I'm very familiar/comfortable with the 8v motors, and as far as I'm aware, the only difference between a 16v and 8v 944 were certain bits on the motor (and the DME, I assume). What else is specific to the 944S? You don't see many 944S's on the roads nowadays and I'm assuming parts are equally as hard to come by.
Car looks like it's in fine shape from the blurry pictures, though I'm not sure if I'll regret picking it up down the road (no pun intended) and should've just stuck with a tried-and-true 8v 944.
Thanks,
Collin
Last edited by ausgeflippt951; 04-23-2012 at 05:18 PM.
04-23-2012, 05:23 PM
#2
Rennlist Member
Thread Starter
Just found this on Wiki:
Another thing I've been wondering about: how much more of a pain is replacing the t-belt on a 16v motor? From the description above (and in perusing Paragon/Pelican), the differences seems not all that plentiful (nor much more expensive) and the better suspension/brakes are a great upgrade...
EDIT: just remembered there's a 944S forum. Duh.
944 S
For the 1987 model year, the 944S "Super" was introduced. The 944S featured a high performance normally aspirated, dual-overhead-cam 16-valve 192 PS (141 kW; 189 hp) version of the 2.5 litre engine (M44/40) featuring an self adjusting timing belt tensioner. This marked the first use of four-valve-per-cylinder heads and DOHC in the 944 series, derived from the 928S4 featuring a redesigned camshaft drive, a magnesium intake tract/passages, a larger capacity oil sump and revised exhaust system. The alternator capacity was 115 amps. The wheel bearings were also strengthened and the brake servo action was made more powerful. Floating 944 calipers were used, but the rear wheel brake circuit pressure regulator from the 944 turbo was used. Discrete '16 Ventlier' script badges were added on the sides in front of the body protection mouldings. Performance was quoted as 0 – 100 km/h (62 mph) in 7.1 seconds and a 232 km/h (144 mph) top speed. It also featured an improved programmed Bosch Digital Motronic Computer/DME with dual knock sensors for improved fuel performance for the higher 10.9:1 compression ratio cylinder head. Like the 944 Turbo, the 944S received progressive springs for greater handling, revised transmission and gearing to better suit the 2.5-litre DOHC higher 6800 rpm rev limit. A Club Sport Suspension package was available. Dual air bags, limited-slip differential and ABS were optional on the 944S as was the lightweight 16 inch CS/Sport Fuch forged alloy wheels. This car was raced in Canada, Europe and in the USA IMSA Firehawk Cup Series. Production was limited to two years; 1987 and 1988 only. It was superseded in 1989 by the 'S2' 944 edition.
For the 1987 model year, the 944S "Super" was introduced. The 944S featured a high performance normally aspirated, dual-overhead-cam 16-valve 192 PS (141 kW; 189 hp) version of the 2.5 litre engine (M44/40) featuring an self adjusting timing belt tensioner. This marked the first use of four-valve-per-cylinder heads and DOHC in the 944 series, derived from the 928S4 featuring a redesigned camshaft drive, a magnesium intake tract/passages, a larger capacity oil sump and revised exhaust system. The alternator capacity was 115 amps. The wheel bearings were also strengthened and the brake servo action was made more powerful. Floating 944 calipers were used, but the rear wheel brake circuit pressure regulator from the 944 turbo was used. Discrete '16 Ventlier' script badges were added on the sides in front of the body protection mouldings. Performance was quoted as 0 – 100 km/h (62 mph) in 7.1 seconds and a 232 km/h (144 mph) top speed. It also featured an improved programmed Bosch Digital Motronic Computer/DME with dual knock sensors for improved fuel performance for the higher 10.9:1 compression ratio cylinder head. Like the 944 Turbo, the 944S received progressive springs for greater handling, revised transmission and gearing to better suit the 2.5-litre DOHC higher 6800 rpm rev limit. A Club Sport Suspension package was available. Dual air bags, limited-slip differential and ABS were optional on the 944S as was the lightweight 16 inch CS/Sport Fuch forged alloy wheels. This car was raced in Canada, Europe and in the USA IMSA Firehawk Cup Series. Production was limited to two years; 1987 and 1988 only. It was superseded in 1989 by the 'S2' 944 edition.
Another thing I've been wondering about: how much more of a pain is replacing the t-belt on a 16v motor? From the description above (and in perusing Paragon/Pelican), the differences seems not all that plentiful (nor much more expensive) and the better suspension/brakes are a great upgrade...
EDIT: just remembered there's a 944S forum. Duh.
Last edited by ausgeflippt951; 04-23-2012 at 05:55 PM.
04-23-2012, 06:33 PM
#4
Rennlist Member
Thread Starter
Great, thanks Spencer. Good to hear.
Just spoke with the owner and he's been having trouble selling it (it's been 6 mo): cosmetically, it sounds rough. Paint is super faded and primer is showing in some places from over-buffing. 6" dent in the rocker and 6" dent in the fender. Dash is a little cracked and the seats are torn.
Mechanically, it sounds solid, ish: Car has 186k miles. Rubber-center clutch probably is the culprit; it still drives but sounds like it's torn so not sure if I would be able to make it down to VA in its current condition. New timing belt as of ~2k miles ago. Suspension has not been gone through but is "very tight", according to the owner. The idle/throttle bits have been gone through and/or replaced and now runs like a top.
Cosmetically, I'm not terribly concerned. I just acquired two 968 sport seats that I would swap into the car. The paint sounds like a perfect candidate for either a roller-, rattle can, or Maaco paint job. May be able to get the dent out of the fender and/or rocker as well.
Mechanically, it'll cost me ~$1k, maybe more, in parts to do the clutch if I assume there will be some "while you're in there" things. It would probably be a good idea to replace the torque tube as well.
Wonder if I could pick it up for $2000. Factor in another $2k for parts after all is said and done.
Question: were the 16v motors prone to HG failure? At least, more susceptible? The 8v motors will go forever...
Just spoke with the owner and he's been having trouble selling it (it's been 6 mo): cosmetically, it sounds rough. Paint is super faded and primer is showing in some places from over-buffing. 6" dent in the rocker and 6" dent in the fender. Dash is a little cracked and the seats are torn.
Mechanically, it sounds solid, ish: Car has 186k miles. Rubber-center clutch probably is the culprit; it still drives but sounds like it's torn so not sure if I would be able to make it down to VA in its current condition. New timing belt as of ~2k miles ago. Suspension has not been gone through but is "very tight", according to the owner. The idle/throttle bits have been gone through and/or replaced and now runs like a top.
Cosmetically, I'm not terribly concerned. I just acquired two 968 sport seats that I would swap into the car. The paint sounds like a perfect candidate for either a roller-, rattle can, or Maaco paint job. May be able to get the dent out of the fender and/or rocker as well.
Mechanically, it'll cost me ~$1k, maybe more, in parts to do the clutch if I assume there will be some "while you're in there" things. It would probably be a good idea to replace the torque tube as well.
Wonder if I could pick it up for $2000. Factor in another $2k for parts after all is said and done.
Question: were the 16v motors prone to HG failure? At least, more susceptible? The 8v motors will go forever...
