The 944 Turbo: 1985-1991If there was ever a car from Porsche's front engine era that could replace the 911 it was the 944 Turbo. At least on paper. With 220 bhp at 5800 rpm and 243 lb-ft of torque coming on at 3500 rpm, it had performance befitting its 924 Carrera GT parentage and one that equaled the right-foot stats of the 911 Carrera.
The nearly 80-hp increase over the normally aspirated model was attained by the installation of a KKK K26 turbocharger. Although the intercooler was an air-to-air system, the whirlybird itself was watercooled and mounted opposite the high heat area of the exhaust manifold. This increased the unit's life span and dependability. Advances in the engine management system along with a knock sensor allowed the 944 Turbo to run on lead-free fuel yet the compression ratio was 8:1, relatively high for a turbo-induced motor.
In 1988, for a limited-edition model called the 944 Turbo S, the engine output was kicked up to 250 bhp. By strapping on a larger turbocharger and increasing its boost, the 30-hp jump at 6000 rpm was matched by a torque of 258 lb-ft at 4000 rpm. This rocketed the car from 0 to 60 mph in just under 5.4 sec. and offered a top speed of 161 mph.
Initially, only 1,000 Turbo S cars were to be produced, each equipped with such luxuries as heated front seats, premium audio systems and all painted a Silver Rose metallic with a unique pinkish and burgundy interior. Unfortunately for the enthusiasts who jumped at the opportunity to write hefty checks for this so-called exclusive model, its "limited-production" number ultimately rose to over 1,600 cars. To make matters worse, the following year all 944 Turbos received the upgraded 250-bhp 2.5-liter motor.
To handle the Turbo's increased power, the transmission case was strengthened. It also received an internal oil pump with an external cooler to enhance reliability. The automatic transmission was dropped from the option list.
Under the carriage, the Turbos were not only augmented with the mid-1985 suspension upgrades but their ride was stiffened by huskier anti-roll bars, 22.5mm up front and 18mm in the rear.
The braking system incorporated larger four-piston calipers grasping front and rear ventilated discs. As with all the 944s, ABS was available in 1987 but became a standard item on the 1988 models.
The wheel/tire configuration for the Turbo began with 7x16 and 8x16 cast alloy "telephone dial" wheels wrapped, respectively, in 205/55VR16 and 255/50VR16 rubber. In 1989, the 928-type "CS Design" wheels were the preferred footwear with the following year changing over to the seven-spoke "Design 90" wheels first offered on the Turbo S.
The most visual difference between the normally aspirated 944 and its high-horsepower sibling was the new, wind-slipping front end. Composed of flexible polyurethane, the new nose cone incorporated driving and foglamps and a series of intake ducts that channeled air to the oil cooler, radiator and brakes. The stylish bow reduced drag coefficient from 0.35 Cd to 0.33 Cd. There was also a new underbody spoiler secured beneath the rear bumper that further aided airflow.
The 944 Turbo also benefited from the mid-1985 interior upgrade, unofficially known as the "oval-dash" cars. In addition to the four gauges in front of the driver was the boost gauge set discretely at the bottom of the tachometer.
The Turbos were considered high-status Porsches and were so equipped. Central locking doors and air conditioning, among other luxury trimmings, were set offerings. Driver and passenger airbags became standard issue in 1987 following their introduction into the normally aspirated models.
While the 944 Turbos had exceptional performance and were a step up in styling, the most spectacular addition to the model range was the 1991 944 Turbo Cabriolet. Technically a non-U.S. model, there have been sightings of this rare open-top launch vehicle roaming American roadways.
The Turbo Cab was mechanically identical to the coupe except for the expected changes required to let the sun into the cockpit. Along with a steeply raked windshield, the cabriolet needed substantial reinforcements in the doorsills, underbody and cross-member sections. This chassis strengthening added an extra 150 lb over the coupe.
While a good portion of the trunk and much of the rear seat headroom (what little there was to start with) was lost, the 944 Turbo Cab was considered to be more visually pleasing than its solid-top brother. From the side and rear, the car looked more aesthetically balanced, whether the cockpit was sealed or opened to the elements.
Built in the last year of the 944's production and in limited numbers, the Turbo Cab is the quintessential driving experience for any front-engine Porsche. After all, could an enthusiast wish for anything more than an open-air cockpit, near-perfect handling and rocket-like power under foot?