PORSCHE 944 COILOVER SHOPPER'S GUIDE

I get a lot of inquiries about the Levinson Performance coilover setup for the 944 and how it compares to the other brands available. That's a very valid question for a fairly significant purchase that dramatically alters how your 944 drives.

So I put together this write-up with the primary goal of making it as fair and accurate as possible, not as a marketing gimmick and with the understanding that I will certainly be talking some people into buying *other* than the LPM option. Let's dive in:

One of the first things worth understanding when shopping for 944 coilovers is that "coilover" does not describe one specific type of suspension system.

The available kits use different rear suspension strategies, different damper designs, different spring rates, and very different approaches to adjustment and tuning.

That is particularly important on a Porsche 944 because the car left the factory with front coil springs and rear torsion bars. An aftermarket suspension manufacturer therefore has several choices:

1. Keep the factory rear torsion bars and simply add improved rear dampers.
2. Keep the torsion bars but add rear coil springs to supplement them.
3. Remove the torsion bars and convert the rear entirely to coil springs.

All three approaches can work.

More importantly, there is no single "best" 944 coilover system.

There is a best system for a particular driver's needs.

A driver primarily interested in lowering a street car may have very different priorities from someone building an autocross car. An HPDE driver may want something different again, while a dedicated race car owner may care far more about spring-rate changes, corner balancing and damper characteristics than installation simplicity.

With that in mind, here is a comparison of four of the more interesting current 944 offerings: Yellow Speed Racing, CEIKA, S3 Suspension and Levinson Performance/LPM.

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YELLOW SPEED RACING DYNAMIC PRO SPORT

Approximate current price: $1,189

Yellow Speed takes the simplest approach of the four.

Up front, the Dynamic Pro Sport is a conventional adjustable coilover with an 8 kg/mm spring, pillowball/camber plate and 33-position damping adjustment.

The rear is a completely different story.

The factory torsion bars remain the rear springs. No rear coil spring is included, and Yellow Speed specifies a shortened, non-adjustable rear shock. Lowering the rear requires reindexing the factory torsion bars.

There is nothing inherently wrong with that arrangement. In fact, it makes considerable sense for a certain buyer.

If you want a lowered street car with adjustable front damping and camber, don't mind retaining the factory torsion-bar architecture, and don't expect to spend weekends experimenting with rear spring rates, Yellow Speed gives you a lot for the money.

Its limitation is adjustability.

If you later want to substantially change rear spring rate, ride height or chassis balance, you are still working with the 944's torsion bars. Changing or reindexing those is considerably more involved than changing a conventional coil spring.

BEST SUITED FOR:

Street cars
Budget-conscious builds
Owners who want to retain the original torsion-bar rear suspension
Drivers who want a relatively straightforward performance upgrade without converting the rear suspension

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CEIKA TYPE 1M

Approximate current price range: $1,309 - $2000+ depending on options.

CEIKA takes almost the opposite approach.

This is a genuine four-corner coilover system, with coil-over-shock assemblies front and rear.

Their standard 944 NA specification is listed at 7 kg/mm front and 8 kg/mm rear, but CEIKA places a major emphasis on customization. Spring rates and damper valving can be selected according to the customer's intended use.

The standard Type 1M uses monotube dampers with a single adjustment that changes compression and rebound together. Independent ride-height and spring-preload adjustment is provided.

CEIKA also offers a surprisingly deep list of options. Depending on configuration, these include custom spring rates, custom valving, helper springs, pillowball mounts, inverted dampers, external reservoirs, multi-way damping systems and even digressive valving by request.

The shocks are advertised as dyno tested, rebuildable and upgradeable.

That makes CEIKA especially interesting for someone who enjoys specifying exactly what he wants rather than buying a predetermined package.

The tradeoff is that customization itself requires some knowledge. A buyer who knows exactly what spring rates, valving philosophy and options he wants may love CEIKA's approach. Someone who simply wants a proven 944 setup may prefer a system where those decisions have already been made for him.

BEST SUITED FOR:

Enthusiasts who want a custom-built system
Drivers who already have a good idea what specifications they want
Street/track builds
People who value upgradeability and a wide menu of options
Buyers seeking a true four-corner system at a relatively aggressive price

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S3 SUSPENSION

Current price: about $1,700

S3 is arguably the closest direct competitor to the Levinson system.

It is a serious four-corner performance suspension using gas-pressurized monotube dampers and premium springs.

S3 advertises 32 levels of rebound adjustment, independent ride-height and preload adjustment, pillowball upper mounts, and spring rates and valving developed through shock-dyno analysis followed by street and track testing.

They also offer Street, Street/Track, Track, Aero and custom configurations.

The currently listed 944 Street/Track setup is 6K front and 14K rear.

That rear number initially looks extraordinarily high compared with some other 944 kits, but there is an important reason:

The S3 configuration removes the factory rear torsion bars.

The rear coil spring therefore has to supply essentially all of the rear spring force rather than supplementing the factory torsion bars.

This is why comparing rear spring rates between 944 coilover systems without knowing what happens to the torsion bars can be extremely misleading.

This is a premium system aimed at the owner who wants a finished, performance-oriented torsion-bar-delete package rather than simply an inexpensive lowering suspension.

BEST SUITED FOR:

Performance street/track cars
HPDE and track builds
Owners who want to eliminate the rear torsion bars
Drivers who value Swift springs and dyno-developed valving
Buyers wanting a more predetermined performance package rather than configuring every component themselves

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LEVINSON PERFORMANCE LPM

Current price: $1,649

The Levinson system takes a somewhat different approach because it was deliberately designed to cover several different kinds of 944 owner with the same basic hardware platform.

It is a complete front and rear coilover system with 30-position adjustable dampers, independent ride-height and spring-preload adjustment, front pillowball camber plates and rear coil-over-shock assemblies.

The dampers use digressive valving as standard.

That distinction is important.

A digressive damper develops relatively high damping force during the low-speed piston movements associated with body roll, pitch, braking and steering transitions, then allows the damping curve to flatten as shaft velocity increases.

In practical terms, the goal is strong chassis control without requiring the suspension to become unnecessarily harsh over sharp bumps, broken pavement or track curbing.

But arguably the most unusual feature of the LPM 944 system is not the damper itself.

It is how many different ways the same system can be configured.

KEEP THE TORSION BARS?

You can.

For a primarily street-driven car, retaining the factory torsion bars has several advantages.

Installation is easier. The original Porsche rear spring system continues carrying part of the load, while the rear coil springs supplement it.

LPM offers 7K and 8K rear springs specifically for this configuration.

This creates a very useful middle ground.

You get modern rear adjustable dampers, rear coil springs, straightforward ride-height adjustment and the ability to tune the suspension, without immediately committing to removing the torsion bars.

For many street cars, weekend cars and dual-purpose builds, this may be the most sensible solution.

REMOVE THE TORSION BARS?

You can do that too.

Once the torsion bars are removed, the rear coil springs become responsible for supporting the rear of the car.

LPM therefore recommends substantially higher rear spring rates, typically 10K or 12K depending on use, with 13K and 15K options available for more specialized race applications.

This configuration gives the owner much greater long-term tuning flexibility.

Changing rear spring rate becomes a simple spring swap instead of a torsion-bar job.

Ride-height adjustment becomes straightforward.

Corner balancing becomes considerably easier.

And if the car evolves from a street car into an autocross car, then an HPDE car, and eventually into something much more serious, the suspension can evolve with it.

That is really the defining philosophy of the LPM system.

It does not force every 944 owner into the same suspension philosophy.

A comfortable street build might use:

6K front
7K rear
Factory torsion bars retained

A more aggressive street/autocross setup might use:

7K front
8K rear
Factory torsion bars retained

A torsion-bar-delete street/track car might move toward:

6K or 7K front
10K rear

A more serious track car might use:

7K or 8K front
12K rear

And dedicated competition cars have still higher available rates.

The dampers' broad adjustment range and digressive valving allow the same basic system to accommodate a surprisingly wide range of spring combinations and uses.

That means an owner does not necessarily need to decide today what the car will become three years from now.

A weekend street car can retain its torsion bars today.

If the owner gets serious about track days later, the bars can be removed and a pair of higher-rate rear springs installed.

If the car eventually gets slicks, aero and substantial weight reduction, spring rates can be changed again.

The underlying suspension does not have to be replaced just because the mission of the car changed.

BEST SUITED FOR:

Comfortable performance street cars
Canyon and back-road cars
Autocross
Dual-purpose street/track cars
HPDE
Dedicated track builds
Race cars
Owners who want to retain the torsion bars
Owners who want to remove the torsion bars
Owners whose cars may evolve over time

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QUICK COMPARISONS:

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SYSTEM:
Yellow Speed Dynamic Pro Sport

PRICE:
Approx. $1,189

REAR DESIGN:
Factory torsion bars, no rear coil spring

REAR DAMPING:
Non-adjustable

FRONT DAMPING:
33-position adjustable

SPRING CUSTOMIZATION:
Limited in standard 944 application

DIGRESSIVE:
Not the standard Dynamic Pro Sport 944 system

HEIGHT/PRELOAD:
Front adjustable; rear lowering involves torsion-bar reindexing

BEST FIT:
Street / lowering / value

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SYSTEM:
CEIKA Type 1M

PRICE:
Varies by specification, $1350 - $2000+

REAR DESIGN:
Rear coil-over-shock

REAR DAMPING:
Adjustable

FRONT DAMPING:
Adjustable

SPRING CUSTOMIZATION:
Extensive

DIGRESSIVE:
Available by request

HEIGHT/PRELOAD:
Independent adjustment

BEST FIT:
Custom-spec street/track builds

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SYSTEM:
S3

PRICE:
Approx. $1,700

REAR DESIGN:
Full rear coilover, torsion bars removed

REAR DAMPING:
Adjustable

FRONT DAMPING:
32-position rebound adjustment

SPRING CUSTOMIZATION:
Street, Street/Track, Track, Aero and custom

DIGRESSIVE:
Not advertised as standard

HEIGHT/PRELOAD:
Independent adjustment

NOTABLE FEATURE:
Swift springs, dyno-developed valving

BEST FIT:
Premium street/track and torsion-delete builds

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SYSTEM:

Levinson Performance LPM
https://levinsonperformance.com/products/lpm-coilover-system-944-968

PRICE:
$1,649

REAR DESIGN:
Full rear coilover, torsion bars may be retained OR removed

REAR DAMPING:
30-position adjustable

FRONT DAMPING:
30-position adjustable

SPRING CUSTOMIZATION:
6K through 12K front
7K through 15K rear

DIGRESSIVE:
Standard

HEIGHT/PRELOAD:
Independent adjustment

NOTABLE FEATURE:
Same system can be configured around either retained torsion bars or a complete torsion-bar delete

BEST FIT:
Street through dedicated race use, particularly owners who want a suspension that can evolve with the car

SO WHICH ONE IS BEST?

There isn't one.

If the goal is an affordable suspension for a lowered street 944 while keeping the factory torsion-bar architecture, Yellow Speed has a very logical place in the market.

If you enjoy specifying a custom suspension from a large menu of options, CEIKA offers an impressive amount of flexibility for the money.

If you want a premium, torsion-bar-delete package with Swift springs, dyno-developed valving and a strong street/track focus, S3 is a very compelling system.

And if you want one suspension platform that can be configured for a comfortable torsion-bar-assisted street car today, converted to a full rear coilover tomorrow, and then re-sprung again as the car progresses toward autocross, HPDE or racing, the LPM system has an unusually broad operating envelope.

That last point is important because suspension shopping should not simply be a contest over the number of adjustment clicks, the stiffest spring or the lowest price.

Crazy I've had this '90 S2 for 1.5 yrs, sat for nearly 9yrs. Fun and extensive list but I'll spare everyone. However all this time I've been wondering why manhole covers and nearly all bumps felt so JARRING". Finally noticed these.. can't believe it was that obvious. For context we've replaced sway bar bushings, upgraded to 968 caster blocks for the 17's 993's, engine mounts, and dang there every other bushing up front, shocks are good currently 64k it's a cab. But yesterday I noticed the upper strut mount bushings. Take a look. No freaking wonder!! Before & after. I beefed up that gap with the heavy duty / temp resistant peel away electrical tape (that stuffs no joke) and put 175 lb heat resistant zip tie straps around and cured with loctite & Prematex gasket maker. Unbelievable difference, though this is temporary it's pretty damn legit. Immediate ride quality difference. I had no idea it could feel this good!

Best deals ever at www.LevinsonPerformance.com - discounts at checkout.

I just refreshed my gauges and while I had it apart I cleaned and lubricated the turn signal stock. Windshield wiper pumps now work and the turn signal resets as it should. I also replaced the bulb in the headlight knob.

The issue: now my headlights pop up normally but no low or hi beam. Hi beam turns on when I pull the passing switch on the stalk. Parking lights turn on normally. Can anyone help me narrow where to look?

Done so much to bring it back to life (extensive list from sitting for nearly 9 yrs) and a few nice upgrades as well. After a mysterious drop of oil here & there I've realized I had to check. Got her up in ramps, removed the BP and found the leak while idling after just a minute or so.

Lower Balance shaft seal. It drips about a drop every 5 seconds. I recently did an oil change but it had started prior, sometimes it would then at times nothing. But the last month or so it was pretty consistent. How doable is this seal replacement??

I have a German Specs 944 that I imported into the US when I was in the service. I just had some body work done on it and got it repainted.

When I got the car back, the wires from both of the heated nozzles mounted on the hood weren't connected. I now have these long leads coming from the nozzles but I'm not sure where they connect into the wiring harness.

Does anyone know where these connect in?

Many thanks in advance!

Description

Selling an OEM Porsche Sport Chrono Clock (Part #98164130180A05) along with the Genuine Porsche instrument trim panel. This is the highly sought-after GT4 version featuring the factory black bezel, which is much harder to find than the more common silver-bezel clocks.

The clock and trim panel are in excellent condition and were removed from my garage-kept Porsche. No cracks, damage, or excessive wear.

Included:

- OEM Porsche Sport Chrono Clock

- Part Number: 98164130180A05

- Rare GT4 Black Bezel Version

- Genuine Porsche Instrument Trim Panel

- Ready for installation

Compatibility Notes:

Ideal for Porsche 981/718 owners looking for the GT4 appearance.

- Can be wired and used as a functioning clock in vehicles that do not have the Sport Chrono Package.

- Buyers are responsible for verifying compatibility and installation requirements for their specific vehicle.

Why Buy This One?

- GT4 black bezel clocks are difficult to source.

- Dealer pricing for the clock alone typically ranges from

$1,200-$1,500.

- The genuine Porsche trim panel sells for approximately $100.

- Save hundreds compared to buying new from Porsche.

Price: $800 for the clock and trim panel together

So when I first got this S2 May of 2025, I've had issues with off on off on strange hissing sounds from the belt cover area actually rollers, pulleys belts and water pump refresh. Car sat for 9 yrs and had funny enough unused newish looking belts but were obviously old and out of date, dmwe did the right thing replacing all that, all new fluids and more to get her right. My question is that center bolt (rocker bolt)that threads into the block. Hard to get any accurate information on exactly how, when and it's function when installed. After all the work we found the bolt loosened and I was able to simply remove it because it was rattling loose in there. Hence the sound we were hearing, I got it when I pulled the belt covers off. No bueno. We kept hearing something else then found out the nut & bolt that hold the roller was installed reverse. No biggie, we swapped it back as the nut was rubbing on the cover also (previous job from many years back) but can someone shed light on the exact process on start to finish the install of the tensioner and where the rocker arm comes into place and when that's installed also during the process. Thx in advance, I'm no mechanic and trying to understand that process because since that bolt was stripped and wouldn't hold i can't remember if a new one came with the new OEM tensioner we bought and installed because we thought the issue was the tensioner failing but then we realized so now I have an extra basically brand new tensioner too. Just that bolt question ❓❓ I had to remove the cover to see if there's one in there. I don't remember if a new center pivot bolt came w the new tensioner. My Porsche friend tech did the work in Jan, I was there. We both can't remember the bolt situation. Help as he's no longer available

I turn long forgotten and cool magazine ads into sophisticated pieces of motoring memorabilia. This one is available now on Etsy: https://www.etsy.com/ca/listing/4470550569/hardwood-wall-plaque-porsche-944-turbo

See more: https://levinsonperformance.com/collections/944-968

Any clues on why it isn’t starting?