PORSCHE 944 S2

The first 944 with a 16-valve head received nothing more than lukewarm praise when the 'S' arrived in the UK back in 1985. Despite having more power than the eight-valve original, it only kicked in at the very top of the rev range, meaning that over real roads there was precious little difference to justify the extra expense. That all changed with the arrival of the record-breaking S2 four years later. The enlarged 2990 cubic centimetre displacement made it the largest production four-cylinder engine in the world and, more importantly, these huge cylinders endowed this 944 with 211 bhp (up from 190) and a chunky 207lb/ft of torque (a very healthy 37lb/ft improvement over the earlier S model).

The figures were right and so was the all-round performance. The front engine/rear drive layout is the traditional recipe for rewarding, predictable handling and with improved agility from a lightened engine block, it didn't disappoint. The extra power with its linear delivery was able to exploit the chassis in a way that not even the Turbo could match. By modern standards grip levels from the eight-inch wide tyres are average at best, but with precise, communicative steering, driving at the purchase limit of the Dunlop tyres feels safe and natural. So good was it that it flattered average drivers, while experienced wheelmen looked like gods.

It stopped well too, with brakes developed for the Turbo model, and this wasn't the only area where the S2 benefited from its 250bhp stablemate's parts bin. The styling cues were carried over, in fact, with the only visual differences limited to the wheel sizes and the badge, even though the price difference when new was almost £9,000. The S2 began rolling off the production line in January 1989 and continued with very few changes right up until it made way for the 968 in 1992. The addition of dual airbags and a catalytic converter in 1990 are the only things you notice.

944s are now a decade old, so parts will need replacing as they begin to perish, but the main underpinnings are strong and there are few black spots to worry about. If you know what they are and the cars to avoid, then it is perfectly possible to own one of these economically, with prices for a good example now comfortably below the £10,000 mark, and reliability typically Porsche. Marry this with its dynamic strengths and the 944 S2 really is worth further investigation. Of course, there are the usual pitfalls and neglected heaps to avoid, but there are enough decent cars still around that won't cost a second mortgage to run on a daily basis - here's how to find one.

WHAT SHOULD I LOOK FOR?
Finding the right car does require some perseverance and time, not because they are particularly scarce but, because most cars change hands privately, there is often a disparity between quality and price. Some independent specialists will occasionally carry some, and these are usually top quality stock and well worth seeking out as this is more cost effective than attempting to rectify a poor one. Wherever you source a car from, it should come with plenty of history and preferably a pile of receipts and bills. Skimped maintenance really is a false economy - an S2 needs new oil every 6,000 miles to avoid excessive wear on the aluminium bores.

Check the bodywork too - it's easy and quick to do, and often a car that looks good also has good mechanicals. Rust is not a major concern as the whole body is galvanised, but there may be some areas where oxidation is beginning to bubble through the paint, particularly along the bottom edges of the doors and inside the wheel arches. Worn rubber seals around the hatch and the sunroof can lead to them leaking, so lift carpets and look for signs of staining on the headlining.

The cam timing belt should be changed every 36,000 miles or 3 years, and simply has to be done. Running the car for any longer is to risk it snapping and if that happens pistons and valves will collide with very expensive consequences. The S2 has an automatic tensioner but that doesn't mean that a new one can be fined without the proper gauge to set it up, it will 'slap' if not fitted correctly. Check the water pump for any signs of leaks onto the belts as, again, they will have to be replaced because they are likely to fail. The belts actually have to be removed to get to the pump, so it won't add to the labour charge. Fitting a rebuilt pump is not recommended, as they often fail soon after they are fitted.

Engine mounts may well have perished by now and while it is difficult to see their condition visually, if they're worn you will be able to feel a vibration while the car is idling. The ones closest to the exhaust are usually the first to go because of the excess heat and if you do replace them it is worth fitting the stronger mounts as used on the Turbo. Take a look at the oil on the dipstick and the inside of the filler cap, not just for the level (if it's low it's a sign of neglect and there could be other problems in store), but also for its condition as there have been instances where the seals have failed and coolant has contaminated the oil. If this has happened the oil will look more like chocolate milkshake. Walk away immediately and go and find another.

A less important leak, if tended to in good time, is seepage from the power steering reservoir, specifically where the hoses join. The jubilee clips tend to slacken off with age and need nothing more than to be retightened. If left too long however, the results are more serious as the fluid will begin to rot the suspension ball joint below.

The suspension itself does last well, although it is always worth checking each spring and damper. Suspension bushes should last around 60,000 miles, CV joints and wheel bearings 150,000 miles. Uneven tyre wear will indicate that the alignment is out which could be the result of accident damage. If this is the case ask a few searching questions.

The interior trim has proved remarkably hard wearing and should not be a concern, the electrical systems are also good but don't get complacent and forget to check everything. If the window motors fail to operate cleanly then it will soon burn itself out and fail. Once dirt gets into the system it clogs up the rails, straining the motors, Windscreens are expensive, so don't buy a car with a cracked one unless a suitable discount has been negotiated (check your insurance covers replacements too). Check the- passenger foot-well for dampness as the battery is situated above it and if there are leaks they can rust through and will cost at least £400 to resolve.

You should expect around 50,000 miles from a clutch (less if abused), and changing it is a time consuming job as the transmission and torque tubes have to be dropped to remove the plate. If this is a job that has yet to be done build it into the running costs.

SECOND OPINION
The owner - Lawrence Michaels has owned an S2 for just over a year and has nothing but praise for it. "I chose the S2 because it fitted both my budget at the time (about £10,000) and I knew that the running costs would be containable. Both a Lancia Delta Integrale and a BMW E30 M3 were on my wish list but neither had the build levels of the S2 nor the rock solid depreciation.

"I had read a lot of good things about the 944's handling and I haven't been disappointed - it's an ideal compromise between a good motorway cruiser and the need for nimbleness and suppleness on the back roads. The steering is sharp and accurate and the gearshift is satisfying to use. I use it as a weekend car and yet I've already racked up 6,000 miles in it because I'm always looking for excuses to get in and drive it.
"There have only been of couple of extra expenses over and above the regular servicing and both of those have been with electrical items. Tile sunroof mechanism stopped working, and the boot release failed, and both had to be replaced but mechanically the car has been superb. In fact, I've been totally taken in by the Porsche ethos and when I do decide to change it I'll be hunting out a 964 3.2 Carrera, although I'm in no hurry to move on, particularly when my car is so unique, being a turquoise blue colour."

The Specialist - Independent Porsche specialist, Paul Devyea would like to see a few more S2s around because, he says that he has no problem selling them. "Along with the Turbo version, the S2 is always popular and I often get calls from people asking if we have any in stock. The 944 S2 is one of those reliable cars that if they have been well maintained should be in good order. For a car of this age they are hard to beat.

"I have seen a number of buyers who use the S2 as a way into Porsche ownership and they plan to move on to the 9ll at a later date, but then stay with the 944. They may buy a newer, lower mileage example or change for a Turbo, but they stick with the 944 because it is forgiving and rewarding to drive.
"Parts are all still readily available and there are quite a number of specialists competing with one another around the country so the standard of service and customer car has to be high. The 944 S2 is really a bit of a bargain and has been one of those well-kept secrets."

WHO SHOULD I CONTACT?:
Autobahn 02476 338533
Camtune 01483 425944
MCP Motorsport 01263 822481
PaulDevyea 01732 760004
Porsche Club GB 01608 652911
Porsche Enthusiasts Club 07000 924968

MANY THANKS GO TO Martin at MCP Motorsport for the loan of the car