What is the difference between porsche 924 and 944

As the Turbo , S with its dual-overhead-cam design, the 2. Limited slip differentials were offered in all models, although there was some mild gearing changes in the various model transmissions. Cruise control, power door locks and other options were added over the years. As with most Porsche models, the option list and differences increased as the model matured.

It was produced between and While all three models produced between and share many parts, it is best to double check to be sure that there is compatibility between years. As a side note, our S So just slapping later model brakes on an early may not work as desired. After retiring from a career in Law Enforcement, Kevin Duffy turned his attention to one of his passions, Porsche 's and S's. He owns S He is especially interested in the rare-but-beautiful S Special Edition.

He can be found at Porsche Club events, including track days, tours and shows, as well as other car-focused events around the southeastern United States. View all posts by Kevin Duffy, S I am thinking about buying an 87 S with under 20, certified miles.

Would a dyno tune bring the horse power up from the tuning down the US required at that time? Can you recommend some performance parts that would work well with that car? Without going into the engine and changing pistons for more compression, there is actually little that you can do to increase horsepower. At the dyno they would want to tune the computer DME but these are not adjustable.

A good chip replacement could add some power and cure some of the US performance issues, but by much. Now a 22 hp gain is significant, but not necessarily the boost that you may be looking for.

The Euro-spec engines had a I would suggest the only power modification being a chip for the DME. They are not too expensive and they do make a difference in performance. However, there is little that you can do short of building a new engine, and even then the gains are not that great. A S with miles that low is a time capsule — my suggestion is to keep it as stock as you can and enjoy it for what it is.

These cars are increasing in value every year, and a low miles, totally stock S only increase in value. Thanks for the question…the decision comes down to parts availability. The is going to be slightly lighter than the Series I ; the has a wider track. That said, the was the development mule for the first models, so there are many similarities. Power is about the same, but the 2. Unless you get a great deal on a , my money is on the CHeers Ed P.

Very good, Ed. I might nick that model lineup! The 16V "S" was shorter-lived, ''89 I think, hence they are pretty rare. Thanks for that. Most interesting. Octoposse 1, posts months.

I have a Lux 2. I love it. It's a good one, full service history, previous owner 13 years. Bought it on condition and history even though colour Crimson Red not my favourite. Trouble free, joy to own, delight to drive 20 miles x-country to work. Have rear seat permanently folded down and plenty of room for a paraglider. All for a fraction of the cost of a Ford Focus!

It isn't "fast" but is very driveable and torquey. Personally I prefer it to the S which is more powerful but peakier, but that's probably more to do with driving style.

Great cars if you get a good one, but there are some abused under-maintained ones out there as well. Nothing wrong with a either. An even faster model, Carrera GT , was built in It was a limited production run of cars, designed to homologate for motor racing.

The 2-liter turbo got an intercooler, higher compression and other modifications, liberating hp and lbft of torque. A more pronounced cooling duct topped the bonnet, while flared front fenders and aftermarket-looking add-on rear fenders accommodated wider tracks and tires. Many modified s copied the styling tweaks of this car. The was succeeded by in , but it was not dead yet. It survived in the form of S, fitted with the base 's 2.

By the time it finally retired in , some , units had been built. This not only overwhelmed the but also earned good profit for Porsche. The series was the same. In late , it evolved to The new car looked more muscular than its predecessor thanks to pronounced fenders — unlike the afterthought items on Carrera GT, they were integrated smoothly and beautifully into the body shell — which afforded the wider tracks and beefier tires.

Again, these pronounced fenders would be copied by its Japanese imitators soon. Besides, reshaped air dam and skirts made it looking more contemporary. The rest of the body shell was carried over from the old car, including the same glasses, head and tail lights. However, the most important upgrade should be the engine. People had long been criticizing the for employing an Audi engine and therefore said it was not a real Porsche.

This time around Weissach developed its own engine for the It was essentially half of the 's V8, with all-aluminum construction head, block and pistons to save weight and advanced Bosch DME engine management system for more efficient and cleaner combustion. The oversquare combustion chambers with mm bore and To deal with the second-order vibration commonly seen on large four-pot engines, it introduced a pair of Lancester counter-rotating balancer shafts, licensed by patent owner Mitsubishi.

I remember Porsche advertized a lot about this feature, saying it provided the smoothness of a six-cylinder engine. It needed so, because some Japanese rivals ran 6-cylinder engines. The Zuffenhausen-built engine produced horsepower, so straight line performance got a sizable improvement to mph and mph in 7. On the other hand, the already fine handling was enhanced further by retuned suspension, wider rubbers and all-round disc brakes from the Turbo.

No wonder it became a hit in the US market. Now doubts about its identity had all but disappeared. The sales rise was further fueled by the addition of Turbo in and S a year later. The Turbo version had the 2. Bosch Motoronic management system included boost control to regulate turbo boost pressure according to rev.

Maximum output increased to hp, accompanied with lbft of torque to overshadow even the Carrera. Needless to say, performance was startling — 6 seconds flat was enough to take it from rest to 60, and top speed was well beyond the claimed mph.

The latter was undoubtedly helped by the smoother nose and underbody panels that dropped its drag coefficient to 0.

Although the Turbo was not cheap, it offered really giant-killing performance. Coupling to its nicer handling, it was a more sensible alternative to Turbo. The base had its engine enlarged to 2. Power increased by merely 2 ponies, but 15 lbft more torque guaranteed faster acceleration and better flexibility. Its engine remained 2. However, the big news was the new S2, whose valve engine was bored and stroked to a full 3.

Its output increased to hp, and performance was remarkably close to the Turbo S. That said, with , units sold in 10 years, the series was still the most successful Porsche up to that moment.