CLASSIC DRIVE: Porsche 944 S2 Cabriolet

Historically, the Porsche 944 Cabriolet has never been the most loved of the drop-top Porsches – perhaps, unfairly so. We head to the Free State to drive a prime example.  

Words: Wilhelm Lutjeharms

Photos: Kian Eriksen

When most of us think about topless Porsches, visions of V10-engined Carrera GTs, rare 550 Spyders, 356s and G-Series 911 models tend to pop into our heads first.

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However, those cars are rare (except perhaps for the G-Series 911s) and, needless to say, a healthy bank balance and the patience of a saint are required to source and acquire most of those collectibles. Therefore, surely it makes sense to see what is available on the opposite, more realistic, side of the market?

Current market conditions

At the bottom end of the Porsche cabriolet range are early Boxsters as well as (996) 911 Cabriolets. Each of these has an appeal of their own, but much older 944 Cabriolets currently trading for roughly the same price as early Boxsters and in some cases are even pricier.

Although some enthusiasts frown when you mention investment value, most of us will quietly admit we don’t want to lose money on a car. Fortunately, a lot of classic cars are safe bets these days; and it seems to ring true for 944 Cabriolets too. It is unlikely that they will appreciate much over the coming years, but they do seem to have bottomed out, which means you are unlikely to lose money on one (if you buy a good one, of course).

The details

As we park the car for the static photography on a warm spring day in Bloemfontein, I asked the owner at the time about this car.

“I bought this 944 around five years ago. Initially the previous owner didn’t want to sell it to me, but the second time I approached him, he still had the 944 as well as a Mercedes-Benz SLK, so I offered him a price for both cars, and he accepted my offer. I particularly like the colour combination, the white body colour with the dark blue soft top and the purple interior. Apart from that, the car’s overall condition is very good, and that was initially the big drawcard for me.”

Upon closer inspection, it is clear that the car has indeed been cared for. The paint finish looks in good condition, and the interior shows only a few signs of wear, which is in keeping with the odometer reading of 223 541 km.

The colour of the interior might polarise opinions, but having said that, if you prefer some pizzazz on the inside of cars, this 944’s cabin would definitely appeal to you. The seats, carpets, sun visors and tonneau are a very rich and dark purple, which not only highlights and contrasts with the white exterior paintwork, but also imbues the interior with a sense of luxury. It looks so much more welcoming than a standard 944’s plain black interior.

The only item that deters from the otherwise original state of the interior is the aftermarket radio, necessary these days when motorists prefer to enjoy their choice of music in digital formats.

I open the bonnet and find the engine bay in a tidy state, which shows little evidence that the Cabriolet has covered the indicated mileage. As is usually the case, it is the discoloured plastic of the fluid containers that gives the car’s age away. 

To the left of the engine, against the firewall, is the chassis number. According to The Porsche Book by authors Jürgen Barth & Gustav Büsing, this particular car was one of 1 864 examples manufactured in 1991. For curiosity’s sake, I also take a look at the luggage compartment. It has the same purple hue as the interior and the carpets and trim are in near-perfect condition.

The rear deck lid features a neat rear brake light. Having seen and looked at a number of 944 Cabriolets, this is the first one I’ve seen with such a brake light configuration. I’m not sure if it was an OEM, country-specific item, or an aftermarket addition. Lower down you can also spot the diffuser, first seen on the later S2 models, which wraps itself around the bottom edges of the car’s rear fenders. 

The 944 Cabriolet only went into production towards the end of the 944’s production cycle, in January of 1989, which means all Cabriolet models featured the updated cabin and exterior facelift. The Cabriolet was based on the 944 S and, as was the case with the entire four-cylinder range, was assembled at Neckarsulm in Germany.

However, before 911 purists frown upon those enthusiasts who have soft spots for Porsche’s early four-cylinder sports cars, bear in mind that the 944’s complete powertrain was assembled at Porsche’s Zuffenhausen plant. The convertible roof was installed by the American Sunroof Corporation (ASC) at its German plant in Weinsberg.  However, in June 1991, the entire assembly of the 944 was moved to Zuffenhausen. The 944 Cabriolet’s launch price was DM76 700, slightly higher than the DM58 950 of a 944 S coupé at the time.

Today, the prices of these cars obviously depend on mileage and condition. However, you can still expect to pay more for a decent Cabriolet than a coupé, and even a pretty penny for the much rarer (around 500 built) 944 Turbo Cabriolet. 

Behind the wheel

With the first part of the shoot done, I get behind the Cabriolet’s steering wheel and shut the driver’s door. For the record, fewer rattles and vibrations emanated from the car’s doors and the cabin than I thought would be the case.

You sit low in the car, more so than in a Mercedes-Benz SL from the same era, and the dashboard and instrument panel would be very familiar to any 944 owner. 

Everything falls easily to hand; the gearlever in particular is perfectly positioned for my left arm to operate it. This is also the case with the feel of the steering wheel, which was shared across Porsche’s range of the transaxle cars as well as the 911.

Compared to some modern sports cars, including new 911s, the steering wheel has a thinner design, which feels perfect in your hands, and allows you to grip it firmly. This is rather important during parking manoeuvres, as the steering wheel does need proper input from the driver.

The cabin is otherwise a simple space: there are two stalks attached to the steering column, the ventilation buttons are situated below the centre air vents, while even the analogue dials seem slightly lost in the large instrument binnacle. Apart from the speedometer and rev counter, you also have oil pressure, battery voltage and coolant temperature gauges.

Twist the key (positioned to the right of the steering wheel), and after a turn or two of the crank the engine catches. As expected, there is less fanfare than in any of the 944’s contemporary 911 models, but this is, after all, one of the most useable boulevard cruisers Porsche has ever built.

Still, as the Cabriolet pulls away, I slot the gear lever into second and then third; the gearbox has a lovely, relatively direct shift quality. The ride quality is good, I have a perfect view through the windscreen and across the bonnet. Moreover, the four-pot engine is very happy to potter around the first third of the rev band.

For a car that has clocked up so many miles, the cabin panels still feel tight; I don’t detect any notable rattles or creaks. The previous and current owners have done an excellent job in keeping the interior preserved, especially taking into account that it is a Cabriolet and has spent its life under the harsh African sun.

Ample performance

As I start to increase my pace, the weight of the car is noticeable. It is, after all, between 50 and 80 kg heavier than the coupé, depending on the exact specification and model year of the cars you compare. However, no drive would be complete without pushing the engine all the way to its red line.

I select second gear and give the throttle pedal a decent prod. The revs rise gradually to around 4 500 rpm, but once the needle swings past this mark, the engine evidently gets its second breath and spins up eagerly to 6 000 rpm. I do it a number of times, and every time the engine obliges and canters to the red line.

Even though the motor does so willingly, the engine is similarly well-suited to leisurely driving conditions. As the maximum torque of 280 Nm is already delivered at 4 100 rpm, it means that you don’t need to wring the engine’s neck to make it crack on the pace. In the end, that means it is an ideal propulsion unit for a cabriolet.

Not unlike 911s, the moment you use all the available performance, the nose lifts ever so slightly, and the rear ducks a smidge. I felt little need to hustle the car through corners. I’m not saying it shouldn’t be, but if that is the kind of thrill you are after, a 996 Cabriolet or 986 Boxster will definitely be a better option to consider.

I drop down to a low 2 000 rpm in fourth gear, and put my foot down. Slowly the revs start to rise and then past 4 500 rpm the needle further awakens. A peak output of 155 kW at 5 800 rpm is not a lot of power, especially in a substantial cabriolet, but it is enough to entertain and make things exciting when you want to string a few corners together or use all the available revs.

As this area of South Africa receives minimal rain or wind, and the afternoon sky also presented a perfect sunset, I never had the urge to raise the roof – surely a grand luxury to have when you own a car such as this. However, should you wish to change that, or store the car with the roof up, note that it is a manually-operated roof.

As expected, there is evidence of some scuttle shake in general driving conditions, but, again, it’s nothing out of the ordinary. 

Verdict

After a number of hours in the company of the 944 S2 Cabriolet, my opinion of the car had changed somewhat. It is a true Porsche, albeit not the most dynamic one.

If you’re going to drive mostly on your own and seek an engaging experience, I’d suggest you consider one of Porsche’s other cars, but if someone is going to be joining you for the trip, and you’re going to be driving at seven tenths most of the time – and enjoy the manual gearbox – it’d make a worthy addition to your garage. 

Specifications: 

Model: Porsche 944 S2 Cabriolet

Engine: 3.0-litre, four-cylinder, petrol

Power: 155 kW at 5 800 rpm 

Torque: 280 Nm at 4 000 rpm 

Transmission: 5-speed manual, RWD

Weight: 1 340 kg

0-100 km/h: 7.1 seconds

Top Speed: 240 km/h