One of the most common 944 sunroof failures occurs in the latches in the roof. The cable engages a nylon gear in each latch, spinning it and driving the latch up and down. When something goes wrong, this $10 gear is the failure point – nylon vs. metal.
A few weeks ago we had a 944S come into the shop with a leaky hatch – not at the top, but the owner complained about exhaust smell into the cockpit.
Bugs get on your paint, glass, chrome, rubber, and whatever else faces the front of the car, depositing their dead, rotting carcasses and releasing all kinds of hellish chemicals. Here is a quick, easy, cheap solution.
This stuff is definitely NOT Armor-All or anything like that. I have used those products for years, and they look good for a few minutes, then the shine goes away. PTR is magic…if used properly. Here is an example using an old bumper rubber.
If you have to hold the key to the left and jiggle the hatch (or man-handle it) to get it open, the hatch is on its way to failure. The pins-and-latch mechanism is dependent on proper alignment, so when the glass and frame start to separate, the whole thing goes out of alignment at the latch, making it difficult to open.
In the past year or so I have come across an interesting situation regarding failed reference sensors that involve the clutch – something to put in your mechanical head and use when the time is right…
Among others, GT Racing has been making a kit of body parts that replicate the Carrera GT that was homologated and raced as a 924T (931) in the early 80’s. I had the opportunity to build one of these kits in 2001, using a 1988 924S as a base, and it turned out quite well.
Here at 924S944.com, we have a theory – there are no cores, so therefore no rebuilt calipers. Unfortunately, you cannot print out calipers on your 3-D printer – at least, not yet. Until that happens, there will be few calipers at the auto supply store.
So let’s look at this in a more realistic light. Porsche is definitely NOT bringing back the 944, and I cannot find anything definitive on a Panamera Coupe.
The sad fact is that our 924S and 944 cars are NOT Tri-Five Chevys or fifties Morgans. They will never attain “classic” levels, and we won’t see an ’84 944 with 320K on the odometer bring 2.1 Million at Barrett-Jackson. But these cars were made to be loved and driven, driven hard, driven at autocrosses and track days, and even in club racing. So make a list, prepare a budget and get to work.
The Porsche 944 cars out there are getting old – thirty years or so – and they require maintenance to keep them in good shape. Since they have been inexpensive to buy for many years, neglected maintenance is unfortunately typical for many of these cars. “
As our front-engine water-cooled Porsches age, there are two items under the hood that need attention – and failure to pay attention could result in leaving you stranded on the road or worse, with an engine fire. These are two things that I check first on every car and fix if needed.
This short article will explain the differences between 924 and 944 brake systems and help answer any questions that you may have, particularly those of you wanting to update your early 924 to 944 brakes.
The system also allows me to search the database for a part. Since the software is cloud-based, I can access the database from anywhere with internet access – even my phone or iPad.
While this car will not be a concours winner, it will be a great, original-spec M030 as it was delivered.
When I picked up the car, I was astounded that it was in such great shape. This is definitely not a
While it doesn’t look that bad, everything to the rear of #2 cylinder was melted. The fire was a hot one.
parts car. So I dove into the engine compartment with two goals – first to determine what started the fire, and two, make a list of what I needed to rescue this puppy.