How Does It Drive?

A well-sorted 944 of any type should quickly silence the fears you’re missing out on the true Porsche experience by not having six air-cooled cylinders hanging behind the rear axle. For some people the fact there are only four under the bonnet of the 944 will always be an emotional barrier but, in truth, it’s a cut above the average thanks to twin balancer shafts and the ability to feel both torquey and revvy in one.

The modest 165PS (121kW) or so of the eight-valve 2.5 and short-lived 2.7-litre engines is just about enough but things get a lot more exciting with the 16-valve versions, the 211PS (155kW) of the S2’s 3.0-litre not far off the original Turbo while also more exploitable and flexible. The more powerful Turbo S and S2 Turbo versions have a decisive kick and a different character but, in all cases, the natural balance of the 944 is a delight.

True, the vibe is more junior GT than on-the-ragged-edge sports car thanks to relatively leisurely steering and weighty controls. But it’s still a Porsche, and one that can carve a twisty road or track more confidently (and, whisper it, probably faster) than a 911 of similar vintage.

What’s Good?

The 944’s looks are maturing very nicely indeed, the pop-up lights cementing its ‘80s icon status but the distinctive shape and discreetly muscular arches all holding up well. It’s also very practical, the two seats in the back perhaps a little snug for all but smaller kids but the huge load space under the bubble-like rear hatch capable of carrying all your kit for a road trip away with space to spare.

Like many cars of its era, the size and performance also feel increasingly relevant on modern roads than many newer fast cars, meaning you can enjoy more of its talents more of the time. Expectations on running costs need to be grounded in reality and won’t be the cheapest but, properly looked after, a 944 should prove a reliable and relatively affordable car to run.

What’s Bad?

Not a lot, in truth. With values rising there’s more incentive for owners to invest in proper restorations and upkeep, though many cars will have lived through times where that wasn’t necessarily the case and may have scrimped by on bodged bodywork fixes and less than diligent care. As ever, it will cost more in time and faff to bring one of these back to standard than simply start with a good one.

The risk is, of course, you get hoodwinked by one that presents well but turns out to be hiding all manner of horrors. So, pay due diligence to known corrosion traps like the rear of the sills, the rear trailing arm mounts and – in particular – the void in the rear arches between them. Milky windscreens can be a sign of water ingress and rust can also form in front chassis legs and on the strut towers.

History will be everything, and a high-mileage car with a folder full of receipts and signs of proper upkeep will serve you better than one with apparently low miles but no provenance to back that up.

Which Model To Chose?

Much will be dictated by your budget, with especially desirable models like the early ‘Silver Rose’ Turbos and others with the ‘right’ specification now reaching quite serious heights. If you like the idea of the additional performance, the beefier looks and the old-school boosty power delivery a Turbo of some sort or other may be worth the extra cost but naturally-aspirated versions shouldn’t be ruled out. In truth a 16-valve S or later S2 isn’t that far behind in usable performance, after all. In terms of vintage most buyers favour the later oval dash interior while opinions vary on whether the earlier front end is more faithful to the original design than the modernised Turbo/S2 look. Each will have their fans but a pre-facelift S with the quirky underslung rear spoiler seems a nice balance of pace and timelessly attractive looks, while an eight-valve 2.5 or 2.7 could save you a bit of cash. The convertible – launched with the S2 – is another option and has its fans but, for most, the coupe remains the more appealing option.

Specifications – Porsche 944 S2

3.0-litre four-cylinder, petrol

211PS (155kW) @ 5,800rpm

280Nm (206lb ft) @ 4,100rpm

Five-speed manual, rear-wheel drive

1,310kg

7.1 seconds

149mph

1981-1992 (total model production)