1989 Porsche 944 problems
The Porsche 944 is a sports car manufactured by German automobile manufacturer Porsche from 1982 until 1991. A front-engine, rear-wheel drive mid-level model based on the 924 platform, the 944 was available in coupé or cabriolet body styles, with either naturally aspirated or turbocharged engines. With over 163,000 cars produced, the 944 was the most successful sports car in Porsche's history until the introductions of the Boxster and 997 Carrera.
Extensive design revisions for the 1992 model year prompted Porsche to drop the 944 nameplate and rebrand the vehicle as the 968.
History
The 924 had originally been a project of VW-Porsche, a joint Porsche/Volkswagen company incorporated to develop and produce the 914 which was sold in Europe badged as both a Porsche and a Volkswagen. In 1972, a replacement for the Volkswagen version of the 914, code named EA-425 began development. The model was to be sold as an Audi as part of the VW-Audi-Porsche marketing arrangement. Porsche was to manufacture its own version of the car. At one point, Volkswagen head Rudolf Leidig declared the EX-425 was going to be a Volkswagen exclusively, thus denying Porsche's version of the 914's replacement. Although testing had begun in the Spring of 1974, Volkswagen cancelled the EX-425 program, the reason being significant financial losses due to declining sales and rising development costs for new vehicles as well as the departure of Leidig. The recently introduced Volkswagen Scirocco was expected to fill the sports coupé market segment and the unfinished project was handed over to Audi to serve as the replacement for the Audi 100.
The cancellation of the EX-425 program led Porsche to market an entry level car to replace the 912E, which was a US-only stop-gap model for 1976, and their version of the 914, which was discontinued in 1975. Porsche purchased the design and the finished development mule with a Bosch K-Jetronic mechanical fuel injection system from Volkswagen. The vehicle, dubbed the 924, received positive reviews, but was criticised by Porsche enthusiasts for its Audi-sourced 2.0 L engine. In 1979, Porsche introduced a Turbocharged version of the 924 to increase performance, but this model carried a high price. Rather than scrapping the model from its line-up, Porsche decided to develop the 944, as they had done with generations of the 911; although model numbers would change, the 924 would provide the basis for this new mid level model.
The prototype of this mid level model debuted at LeMans in 1981, an unusual strategy implemented by Porsche at the time. Called the 924 GTP LeMans, the car was based on the 924 Carrera GT LeMans that competed in the event prior to the GTP's introduction. The most noticeable change in the new race car was the departure from the Audi sourced 2.0 L inline-4 engine in favour of the 2.5 L engine developed by Porsche. The new engine was mounted at an angle of 45 degree to the right and utilised a dual overhead camshaft along with counter rotating balance shafts, an unusual feature for its time that provided better weight distribution and ensured smooth power delivery by eliminating inherent vibrations resulting in the engine lasting longer. A single KKK turbocharger producing 15.5 psi (1.1 bar) enabled the engine to generate a maximum power output of 420 PS (309 kW; 414 hp) at 6,800 rpm. The engine also utilised Bosch's prototype Motronic engine management system to control ignition timing, fuel injection and boost pressure. The new race car proved to be much more fuel efficient than its predecessor, stopping only 21 times in 24 hours for fuel. The 924 GTP managed seventh position overall behind the race winning 936 and a class win at the GTP+ 3.0 category in 1981 before being retired and stored in the Porsche museum. In 1982, Porsche debuted the production road legal version of the race car, called the 944. The car utilised many technologies its race bred sibling had used, including the balance shafts and the engine management system, but power was toned down for safety purposes.
The new all-alloy 2,479 cc (2.5 L; 151.3 cu in) inline-four engine, with a bore of 100 mm (3.94 in) and stroke of 78.9 mm (3.11 in), was in essence, half of the later 928's 5.0 L V8 engine, although very few parts were actually interchangeable. Not typical in luxury sports cars, the four-cylinder engine was chosen for fuel efficiency and size, because it had to be fitted from below on the Neckarsulm production line. To overcome roughness caused by the unbalanced secondary forces that are typical of inline four-cylinder engines, Porsche included two counter-rotating balance shafts running at twice the engine speed. Invented in 1904 by British engineer Frederick Lanchester, and further developed and patented in 1975 by Mitsubishi Motors, balance shafts carry eccentric weights which produce inertial forces that balance out the unbalanced secondary forces, making a four-cylinder engine feel as smooth as a six-cylinder engine. Porsche spent some time trying to develop their own system, but when they realised that they could not improve on the system developed by Mitsubishi, they chose to pay the licensing fees rather than come up with a variation just different enough to circumvent the patent. The licensing fees were about US$7–8 per car, which translated to about US$100 (equivalent to $316 in 2023) for the consumer to pay. The engine was factory-rated at 150 hp (112 kW; 152 PS) in its U.S. configuration. Revised bodywork with wider wheel arches, similar to that of the 924 Carrera GT, a fresh interior and upgrades to the braking and suspension systems rounded out the major changes.
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Common 1989 Porsche 944 problems
The Porsche 944, produced between 1982 and 1991, is a beloved classic sports car known for its unique style and impressive performance. However, like any car, the 944 is not without its common issues.
One of the most common problems in early model 944s (1982-1985) is related to the timing belt tensioner and balance shaft. The original design of the tensioner was prone to failure, which could cause the timing belt to slip or break. This could result in catastrophic engine damage. Porsche addressed this issue with an updated tensioner design, which should be installed as part of regular maintenance on these models.
In later model 944s (1986-1991), common issues include problems with the timing chain tensioner and DME relay. The timing chain tensioner in later model 944s, including the 944 Turbo, can fail, causing the timing chain to slip or break and potentially resulting in serious engine damage. Porsche addressed this issue with an updated tensioner design, which should be installed as part of regular maintenance on these models.
In addition to these issues, both early and later model 944s can experience problems with the fuel and ignition systems, such as issues with the fuel pump, fuel injectors, and ignition coils. Regular maintenance and inspection of these systems can help to prevent issues before they become major problems.
Overall, while early and later model 944s may have some common issues, they remain a beloved classic sports car with a unique style and impressive performance. With proper maintenance and care, these cars can provide many years of driving enjoyment.
1989 Porsche 944 car problems categorized by type of issue
After analyzing all complaints sent to the NHTSA and researching popular Porsche 944 problems, we found that the most common problems with these 2023 model year vehicles are:
- Engine and engine cooling problems
The graph below shows statistics for all 1989 Porsche 944 vehicle components and the number of complaints received.
1989 Porsche 944 complaints
The NHTSA has received 1 complaints about various vehicle components related to the 1989 Porsche 944.
ENGINE AND ENGINE COOLING PROBLEM
- Date Of Incident: 2000-02-27
- Components: ENGINE AND ENGINE COOLING
- Summary: I CONTACTED THE LOCAL DEALER AS WELL AS PORSCHE(ATLANTA OFFICE). ALMOST EVERYONE WITH A 944S OR 1989-91 944S2 HAS REPORTED THIS FAILURE OR DEFECT. THE CAM CHAIN TENSIONER HAS A PLASTIC RAMP WHICH CRACKS AND FAILS CAUSING CATASTROPHIC ENGINE FAILURE. PLEASE LOOK ON WWW.RENNLIST.COM UNDER 944 SITE. DO A SEARCH ON CAM TENSIONER AND YOU WILL SEE HOW MANY PEOPLE ARE HAVING THIS PROBLEM. PORSCHE SAYS THERE IS NO PROBLEM AND WILL NOT ISSUE A SERVICE BULLETIN FOR AN INSPECTION INTERVAL. THE PLASTIC RUNNER BEGINS TO CRACK AND THEN FAILS CAUSING THE CHAIN TO CATCH AND COME APART. VALVES/PISTONS COLLIDE CAUSING CATASTOPHIC FAILURE. PART REPLACEMENT COST $300. PLASTIC GUIDE IS NOT AVAILABLE SEPARATELY SO YOU MUST BUY THE ENTIRE HYDROLIC TENSIONER. ANOTHER MODEL, PORSCHE 928S AND 928 S4 USE THE SAME TENSIONER SO THEY ARE AFFECTED AS WELL. THE PROBLEM SEEMS TO BE ARISING AT ABOUT 60-100,000 MILES. THIS MAKES MOST OF THE CARS ABOUT 8-11 YRS OLD SO THE PROBLEM IS BASED ON TIME/USE ISSUE. I CANNOT UNDERSTAND WHY PORSCHE WILL NOT ADDRESS THE PROBLEM. I HAVE THE TENSIONER AVAILABLE FOR REVIEW AND CAN PROBABLY GET MORE FROM OTHER OWNERS AS WE ALL COMMUNICATE REGULARLY ON WWW.RENNLIST.COM. *AK
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