Porsche S2
The M44.41 is the peak of 944 development: 3.0-litre DOHC 16V, 211 hp, the strongest naturally aspirated engine of the range. Same DOHC head as the 944 S, but with larger displacement significantly more torquey in the midrange. Technical basis for the 968. Same timing belt interference concern as all M44s — at 211 hp and higher thermal loads even more critical. The S2 is the last 944 and the most refined — suspension, brakes and engine are the best combination of the range.
The best 944 — and forerunner of the 968
The 944 S2 with 3.0 litres and 211 hp is what Porsche extracted to the maximum from the transaxle concept. The transaxle layout provides mid-engine-like balance. In corners the S2 is more agile than contemporary 911s because the weight sits more centrally. An underrated sports car that is finally getting the recognition it deserves.
Engine Weaknesses 5
All M44 engines are interference engines. If the timing belt breaks, the valves bend immediately — typically 8 exhaust valves. No official Porsche replacement interval; generally recommended every 30,000–60,000 km. Timing belt history is a key purchase factor.
Symptoms: Engine stops abruptly, cranks unusually fast on restart attempt (no compression resistance), metallic knocking from the head
If the balance shaft belt breaks, it can wrap around the timing belt and take it with it — causing valve damage. Always replace together with the timing belt. Oil-contaminated belts wear faster.
Symptoms: Slapping noise from the belt drive, oil traces on the balance shaft belt, engine dies suddenly
A seized water pump can cause timing belt failure — catastrophic in an interference engine. The thermostat is positioned after the radiator (not before, as is usual), which makes diagnosis more difficult. Coolant in the oil points to a head gasket failure or the side-mounted oil cooler/heat exchanger on the block.
Symptoms: Temperature gauge rising unusually, coolant loss without visible leak, milky oil on the dipstick, squealing noise from the belt drive
All three front seals (crankshaft, camshaft, balance shaft) age together. Leaking oil contaminates the timing belt and massively accelerates its wear — that is the real risk. Replace all shaft seals at every timing belt change.
Symptoms: Oil drops under the belt cover, oil traces visible on the timing belt, oil smell when engine is warm
16V DOHC head with twice as many guides as the 8V. At high mileage, oil consumption rises through worn guides. Replacement requires removal of both camshafts — correspondingly labour-intensive.
Symptoms: Bluish smoke on cold start, increasing oil consumption above 0.5 L/1,000 km
Vehicle Weaknesses 6
The 944 transaxle layout connects engine and gearbox via a torque tube — the bearings inside wear after 30–40 years. Removal is extremely labour-intensive as either the engine or gearbox must come out. Specialist refurbishment is cheaper than new OEM parts.
The 944 was fully galvanised from the factory but still rusts at weld seam edges. Sills rot from inside through the ventilation slots in the B-pillar area. Rear side panels rust when the tail light seals become brittle and water enters.
The rubber centre coupling between the engine and torque tube ages and starts rattling. Transaxle shaft bearings become noisy after 30–40 years. Clutch replacement is more involved than on conventional cars — the gearbox is at the rear.
Cold solder joints in the DME control unit, especially on early examples. Engine runs fine when warm, but cold it misfires sporadically or does not start. Resoldering by an electronics specialist is a cheap fix.
UV radiation and temperature cycling break down the dashboard material — cracked on almost every 944, especially the angular 944 I variant (1982–1985). Professional re-trimming costs €1,200–1,800. Used replacements are practically unavailable.
Most common cause: corroded 4-pin connector on the headlight motor (heat and vibration in the engine bay). Relays also fail. A manual emergency knob is on the motor. Always check connector and relay before replacing the motor.