Well, let the purists have their opinion, because it means that front-engined Porsches are cheaper than they should be on the second-hand market.
The average front-engined Porsche is also a more benign thing to drive than a rear-engined one, thanks to better weight distribution.
The big, heavy, V8-powered 928 is a great long-distance cruiser, the entry-level 924 is cheap but not without faults, but the 944 is the choice second-hand Porsche if you can live with its engine at the "wrong" end.
In the early 1980s, Porsche management decided it couldn't continue with a single-model portfolio (little did it know it would still be building the 911 in 2005). So the designers came up with the 928 for the well-heeled and the 924 with its four-cylinder engine.
If you look at the side window lines, you can see that the 944 was not a clean-sheet design but was actually a 924 morphed into the more substantial 944 form. But the piddly 2.0-litre engines were given their marching orders, and the 944 received a four-cylinder engine of 2.5-litres. The engine used twin balance shafts to tame the vibrations but then went further with all-alloy construction and electronic fuel-injection.
To keep weight distribution in check, Porsche designed the car with a torque-tube running from the engine to the transaxle gearbox mounted at the rear. It worked, and the 944 retains a very balanced feel.
The model replaced the 924 in Australia in 1982 with a price of about $33,000, which jumped to more than $100,000 in five years. That first version made 120kW from its 2.5 litres and in 1988, a facelift saw a 2.7-litre engine (still a four-cylinder) with just one more kilowatt but a useful increase in torque.
Of more interest was the 944S, which arrived in 1987 with a double-overhead-camshaft, 16-valve cylinder head for its 2.5-litre mill, delivering 140kW to claim any performance crown.
By 1989, it was obvious that more was needed, so Porsche stretched the four-cylinder engine even further, this time to a full 3.0-litres to give 157kW and a badge reading 944 S2.In the meantime, we were also treated to what is really the pick of the bunch, the 944 Turbo of 1986. With its capacity pegged back to 2.5-litres and just a single overhead camshaft, the turbo motor made 162kW and huge torque of 330Nm. It was tractable, it was fast and if it wasn't a real Porsche, we don't know what was.
The 944 was phased out in 1990 when the 968 was introduced to Australia.
Inside, the 944 got all the standard equipment we've come to expect of Porsche luxury.
The steering is a highlight with good weight and feel and the excellent weight distribution makes the car a neutral handler with decent ride quality.
As with any exotic, however, finding the right 944 is the real trick, since repairs and replacement parts aren't cheap.
The first thing to check for is crash damage. Many 944s were driven pretty hard and a lot of them have been dinged. Make sure the panel gaps line up and the paint is uniform.
The 944 engine also used a rubber timing belt, which needs to be changed at least every 80,000 kilometres. If you can't find evidence of it having been changed at the appropriate time, budget for a new belt and change it immediately.
Any noises or leaks from the water pump suggest that the pump should be replaced. Don't ignore it as a seized water pump can also seize the timing belt which can destroy the engine.
On turbocharged models, you should hear a soft whirring noise for about 30 seconds after you shut the engine off. This is a small pump that continues to circulate coolant. Can't hear it? Have it replaced. As a car to use every day and one that could also double as a weekend club-racer or hill-climber, they don't come much better than the 944. As well as the pedigree, you really do get a capable, balanced car that still feels good.
WHAT TO PAY
Early 2.5-litre cars can be found privately for as little as $11,000 or $12,000. At that price, they won't be perfect, but neither should they be about to explode. Automatics are less desirable than manuals in Porsche-land so bear that in mind, too. There's a big jump up to the S2 and you won't get much change out of about $20,000 for the cheapest of them. The Turbo can still fetch $30,000 or so if it's in really nice condition, although we've seen them in the low-20s.
THE COMPETITION
It's hard to guess the typical Porsche buyer's second choice in cars and, for many, it either has a Porsche badge or it doesn't. But logically, you'd have to look at things such as the slow-selling BMW 850i Coupe, Toyota's Supra Turbo and maybe even the Nissan 300ZX. Throw in the bizarre Subaru SVX coupe and the Mazda RX-7 and you've got yourself an eclectic brew from which to choose.
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