Porsche Enthusiasts Club Forum

I'm going to be buying a 944s this weekend, and just wanted to ask a quick question before I bought it today:

Parts... Are they easy to come by now, even if third party parts? I read some old threads that said the S was hard to find parts for and that the tensioner pads have to be replaced 'every so often' to avoid engine failure. What kind of intervals are these? Any specifics I should know about this engine before going ahead?

I was just a bit worried as they were only produced for two years from what I can see.

Hi, good to hear you want to 'take the plunge' and purchase an 'S'. I have extensively rebuilt one
viewtopic.php?f=25&t=16306
and have not had any issues in getting parts. In a lot of cases they share bits with both the 8V cars and the later 3.0L S2 cars, so almost everything is generally available. Specialist suppliers can help here and even your local OPC might be able for the more factory-only sort of things..so I wouldn't be too concerned.

With regard the cam chain tensioner pads, yes they do need to be changed as they do wear. If the car you are buying doesn't have a service history that states when the last change happened, then for peace of mind I would replace the pads and chain as a matter of course. Lots of topics regarding this issue on this site and always visit Clarks Garage for really good tutorials on all aspects of 944 spanner-turning!

Other things that will need consideration are the cam belt and its associated rollers, again look at Clarks.

The air filter is specific to this model, but spark plugs, dizzy cap and rotor, oil filter, fuel filter, balance and ancillary belts and even the clutch parts are generally shared with the later S2. Brake pads and caliper rebuild kits are generally shared with the 8V model or even the 928. One thing to watch for is getting the right front oil seal kit if you intend to go that deep, they are slightly different for the 16V models. Oil cooler seals, rad, water pump, again all shared and available.

Hope that helps..all the best!

Update - just checked the link above and the topic seems to be corrupted and nearly all photos missing - not sure why??? , but there is a version on another website...this seems to work: http://forums.pelicanparts.com/porsche- ... story.html

Brilliant post mate, and much appreciated! I'll refer back to this for sure once I get it.

Essentially, body is perfect and he has receipts for the cambelts and rollers just 2 years ago, but doesn't have them for the chain and tensioner pads so I think I'll look at replacing them. Where is your preference for these parts? Any mechanic be fine fitting them?

Hi, no real preference regards the parts. Most 944 specialists will be able to advise/supply the chain and probably the top tensioner pad. The lower pad might be a bit more difficult and perhaps you should get from your local OPC. However, you can have a phone around for the best deal. I only replaced the top pad on mine as the lower looked OK (and was pretty scarce at that time). As you have to remove the cam belt (the cams need to come out), it would be best to replace the cam and balance belts - I wouldn't reuse the old ones, even though they are still serviceable, I would err on the side of caution - having suffered a belt failure!

As far as mechanics are concerned it boils down to who do you know with a good knowledge of this type of vehicle/engine? Lots of twin-cam engines out there (VW's etc..) so expertise should be available locally. Where are you located?? Provide this info - and I am sure that some recommendations will be offered up by other forum members, etc.

All the best! Good luck with the purchase...

Cheers again! I'm over West Yorkshire way, Leeds.

Just out interest, how much are engines for these should the worst occur, or is it just a case of rebuild?

Also, am I right in saying that the earliest S was in 87? This car is an 86 so it looks like an engine transplant whilst it was being restored.

Interesting question regards engines...there is one on eBay at the moment for about £650 (ish) I think. However, they can be slightly more or even less depending on condition and miles, etc. They are re-buildable in the event of a belt failure, but I decided the cost of new valves was too high, so went for a spare car with a donor engine. Spare parts cars are becoming more difficult to find these days and the prices are creeping up as a consequence. I have a feeling that at least one bank of valves is the same as the S2 head and they are a bit more 'available' as there are more of those around, so if the worst happens you could strip an S2 head for at least some of the valves. However, you cant use an S2 head on an S engine... The pistons rarely get damaged apart from some small contact marks.

My first S was an 87 on a D plate, but I think the S became available late in 86? (someone with knowledge of production details could chip in here) Current one is an 88 on an E, the donor I stripped was an 88 on an F.

Update - just checked a few sites, many are suggesting that late 86 was when the S was available...(Frankfurt motor show 1986 - official release)

Some people have untaken the engine swap, but it is not a trivial task, so the chances are that yours is original. One way to tell is look at the instrument cluster. The S had a higher rev range than the standard 944, so the red line is marked at 6800 revs. Anything less than that and you might have had an engine swap...? Also, another dead giveaway is the ignition module should be mounted on a factory-fitted bracket on the inner wing just behind the passenger headlight well, under the expansion tank. If this is anything other than original, again it could be an engine swap.

Another way to find out is decode the VIN, there are several sites that should help, or simply contact Porsche themselves..



Update - The S also had a small switch on the side of the power steering pump, I think this was the only model to have this...

I didn't end up going for this 86 white 944S this weekend. It's for sale on this forum (stripped out). It's a lovely car mechanically and the owner was nice, but for a fully restored car.....

Micro blisters all down the back wings, metal cracks on the doors with signs of early rust, front bumpers cracked on arches and the entire roof panels were ripply. Deposit wasn't given back either so I was pretty miffed..

That's poor form on the part of the vendor. If you'd not turned up then that'd be one thing, but if not as described I'd be expecting my deposit back.

Was it agreed up front as non-returnable irrespective of circumstance?

Sorry to hear that, well I hope you get fixed up soon mate.

He (Craig) has now listed it on eBay 'due to time wasters'!! The cheeky (expletive here). If it wasn't for my dad coming and stopping me from impulse buying, I would have been royally screwed over by a 'fellow' member here. If bringing the honest facts of the car to the forums is time wasting.. well.

He did agree to meet me half way, so I have a little sympathy but he will have made £40 on fuel where as it has cost me £230 with single train fares and the deposit itself. Buyers beware!

I'll continue to keep an eye out for a good one for you... better to hold out for the right car, good job on the part of your dad!