Random 944 Facts

[John_AZ]

Did you know....(unless I missed reading it above)

The 924S has a lower 5th gear than the 944.

Quote from Road & Track "The idea was to ensure the (less expensive) 924S wouldn't outrun the upmarket 944".
A well tuned 924S with a short 5th can outrun a 944 with a "taller" 5th gear because it has less drag. Again from R&T. (OK, I am biased)

If you read more about the 5th gear, many track guys want it and will pay hundreds for it-used.

In 1988 the 924S was given the higher compression 944 engine. Yes, it is a big difference.

LSD transaxles were an option.

GL
John_AZ
1988 924S 60K + 1987 924S

[WestonP22]

- The microprocessor (RCA 1802 family) used in the '82-'85.0 944 DME was also used in the Voyager, Viking, and Galileo spacecraft.

- '85.5-'88 944's use the same fuel injectors as a 911 Turbo (930), which flow 3% less than the '82-'85.0 injectors

- Late 944 heads have less valve shrouding than early 944 heads

- The steel VW/Audi front lower control arms used in early 944's are actually lighter than the Porsche aluminum arms used in late 944's

[HondaDustR]

The original "late" DME units used a 24 pin ROM chip that contains the fuel and ignition timing maps, and the basic programming binaries that told the CPU how to run the thing were stored inside a small bit of memory contained within the CPU itself. Later "late" DME's (around 87/88) went to a larger capacity 28 pin ROM chip that merely consolidated the CPU program code and the fuel/ignition maps onto the socketed ROM chip. The interesting thing is, the CPU chip was left unchanged and just had a jumper set on the circuit board to instruct it to ignore its on-chip code and use the code on the ROM, which is identical. You can still use a 24 pin ROM chip in a 28 pin DME by cutting the jumper.

The late 944 NA's got a slight cam upgrade, with the exhaust cams having 1mm more lift than the early cams. The early cam and the turbo cam are both identical, and a late cam is an easy minor upgrade for an early NA or a turbo.

The 944 shares lots of parts with other Porsches, and even VW's and Audi's. The valve stem seals are also 911 parts, the cam tower screw plugs are also oil pan drain plugs for Boxsters (and cost $17 each!), the early ignition switch is the same as early VW Beetles and can be had for a fraction of what Porsche charges, and the CV joints are also Audi equivalents (can't remember which one).

Upper radiator hoses might actually fail on 944's more often because they get rubbed by the alternator pulley than by just going bad. Often it's because the radiator isn't correctly mounted, the rubber mounts have gone bad, the sheet metal the mounts sit in are bent from running off the road/running over something big, or the hose is installed backwards.

[John_AZ]

Originally Posted by OnTheRun2

My favorite fact:

The one I wish some one had told me before I bought mine.

No matter how good the price is to buy your new 944,
It will break you. Not only financially but mentally as well.

Good Point

A roller can be bought for as low as $300.
The average cost in parts to get it running and SAFE to drive-$2000 or more.

NEW

The cylinder walls are Aulsil // Nikasil. Not steel. No DIY honing.
More at - http://www.928motorsports.com/services/uschrome.html
Got a deep scratch-Install very expensive sleeves

GL
John_AZ

[WestonP22]

- The '85.5+ DME's also contain Euro/RoW maps, which can be activated by installing a 1.8k ohm resistor in place of the altitude sensor, but using it will decrease performance due to less-aggressive ignition timing meant for 10.6:1 engines.

[John_AZ]

Originally Posted by carlege

www.clarks-garage.com Fixed it for ya

Thanks carlege,

Now THIS is funny (from the 944online post)
"Do you know anything about cars? like where your clutch is? [/quote]" carlege

I need to find the Smilie that Rasta Monsta uses for ROFLMAO. lol

John_AZ