Porsche 924 is a sports automobile, from 1976 until 1988 developed by Audi in Neckarsulm on behalf of Porsche AG of Germany. The 924 was the first road-going Porsche with a front-engine rear-wheel-drive arrangement, even though the water-cooled, front-engined 928 grans Turismo was conceived sooner.
About Porsche 924
| Name | Porsche 924 |
|---|---|
| Manufacturer | Porsche AG |
| Production | 1976-1988 |
| Class | Sports car |
| Designer | Harm Lagaay |
| Layout | Front-mid engine, rear-wheel-drive |
| Weight | 2381 lbs |
The Porsche 924, which debuted in 1976 as the successor to the Porsche 914, was designed by Porsche on behalf of Volkswagen and later built in-house. Audi produced the new entry-level model at Neckarsulm.
The 924’s body was designed with good aerodynamics in mind. The flat bonnet and pop-up headlamps were explicitly designed to accommodate this. A black rear spoiler was added in MY 1983, which improved the Cd value even further.
When it came to developing the 924’s drivetrain, Porsche took a completely different approach. A liquid-cooled front engine was employed for the first time. The cylinders were arranged in a straight line.
The 125 horsepower engine was taken from the Audi 100 and tweaked by Porsche. The transaxle idea was used to convey the driving power. Only the Porsche-built 2.5-liter four-cylinder in-line engine of the 944 was utilized, starting with the 924 S, which was produced starting with the model year 1986.
The Porsche 924 S, which debuted in 1986, was a substantial technical advancement for the Porsche 924 model range. Many of the components of this vehicle date back to 944.
These comprised the engine, braking system, chassis components, and interior components. The 924 S was also pushed closer to the 944 by the standard aluminum wheels with the “telephone dial” style.
The 2.5-liter engine in the 924 S was based on the 944 and produced 150 horsepower at first, then 160 horsepower by MY 1988.
Model Version of Porsche 924
| Porsche 924 (1976-85) | Porsche 924S (1986-88) |
|---|---|
| Headlights that pop up | Headlights that pop up |
| The back cover made of glass | The back cover made of glass |
| MY 1983 black PU rear spoiler | Rear spoiler in black PU |
| Bumpers are built into the body’s form. | Bumpers are built into the body’s form. |
| As of MY1981, side directions indicators are available. | Indicators on the sides of the road |
Porsche 924 for Sale
The 924 had an image problem when it first went on sale because it broke with Porsche tradition — not only did it lack a boxer engine, but it was also water-cooled and mounted on the “wrong side.” To the chagrin of Porsche purists, its mass-produced interior pieces showed its Volkswagen heritage.
It was, on the other hand, decently priced. Although no Porsche could be called inexpensive, the 924 came the closest. It cost a little more than Japanese and British coupes, but it had better dynamics, style, and German build quality — listen to the thud of its doors.
It should be recognized, however, that the early automobiles were far from flawless. Rust issues, a 4-speed gearbox, and jittery handling caused by roll-induced steer and significant lift-off oversteer plagued it. All of these issues have been resolved by 1978.
It possessed the industry’s most excellent anti-rust treatment, a superb 5-speed transmission, and vice-free handling. With a peak speed of 126 mph and a 0-60 mph time of little over 9 seconds, performance was competitive for its class, albeit not particularly impressive.
Its high-speed cruising performance, as well as its steady handling, were complimented by automotive critics. Its steering was as precise, light, and fast as a 911’s, and it felt just as good. Its chassis was poised and precise in turns, giving it the feel of a thoroughbred sports car.
It went into slight understeer at the limit to maintain a solid back end, making it safer and more straightforward to drive than the 911. Despite the lack of rear drums, braking was superior to competitors.
On the negative side, noise reduction was inadequate. The cabin might hear a lot of tire sounds and suspension noises when driving on challenging roads.
Porsche 924 History
The 924 was initially a cooperative project between Volkswagen and Porsche, developed by the Vertriebsgesellschaft (VG), a combined sales and marketing firm sponsored jointly by Porsche and Volkswagen to advertise and sell sports automobiles (Ludvigsen: Porsche, Excellence was Expected).
It was supposed to be Volkswagen’s flagship coupé, and it was codenamed “Project 425” throughout development. It intended to be Porsche’s entry-level sports vehicle, replacing the 914.
Volkswagen didn’t have an extensive internal research and design division for producing sports vehicles at the time, and Porsche had been undertaking the majority of the company’s development work anyhow, according to a 1940s agreement.
In keeping with tradition, Porsche was hired to design a new sports car with the stipulation that it must be compatible with an existing VW/Audi inline-four engine.
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To achieve a 48/52 front/rear weight distribution, Porsche used a rear-wheel-drive system and a rear-mounted transaxle for the design; this slight rear weight bias assisted both traction and braking balance.
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The 1973 oil crisis, a series of automobile-related legislative reforms adopted during the 1970s, and a change of Volkswagen directors made the rationale for a Volkswagen sports car less compelling, and the 425 projects were shelved.
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After much consideration at VW, the idea was shelved outright in favor of the cheaper, more practical Scirocco vehicle based on the Golf.
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In need of a replacement for the 914, Porsche struck a deal with Volkswagen executives to repurchase the design.
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The Porsche 914 was retired before the 924 was introduced, resulting in the 912E being reintroduced to the North American market for a year to fill the void.
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The agreement stipulated that the automobile would be constructed in the former NSU facility in Neckarsulm, located north of Porsche’s headquarters in Stuttgart, with Volkswagen acting as a subcontractor.
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As a result, Volkswagen personnel would work on the manufacturing line (under Porsche’s production specialists), while Porsche would own the design.
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It was unveiled at a press conference in November 1975 at the port of La Grande Motte in the Camargue region of southern France rather than at a car show.
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The car’s low cost of construction made it lucrative and relatively easy to finance for Porsche.
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Despite being panned for its performance, it became one of Porsche’s most popular models.
Summary:
While the automobile was hailed for its style, handling, fuel efficiency, and dependability, it was panned by the automotive press for its low performance, particularly in US-spec models. Rapid acceleration was impossible with only 95–110 horsepower, but the Porsche name carried higher expectations.
Porsche 924 Turbo
Porsche management quickly realized that a more powerful version of the 924 was needed to take advantage of the model’s exceptional balance and close the gap between the standard 924 and the 911.
Porsche elected to utilize turbochargers for the 924 after discovering the benefits of turbochargers on many race vehicles and the 1975 911 Turbo (930), finally introducing the 924 Turbo in 1978.
The 924 Turbo received a lot of positive feedback from the automotive community and media when it first came out. It was praised for its supercar-like performance and flawless handling and its build quality, overall attention to proportion, and more purposeful appearance.
The turbocharged I4 was panned for its coarseness, but critics overlooked it in favor of its efficiency and significant power gain over the n/a vehicle.
In comparison to the Aston Martin V8, Porsche 928, Porsche 911 3.0SC, BMW 635 CSI, and Lotus Eclat 523, Motor Magazine found the 924 Turbo to be joint second in top speed (achieving an average of 142 mph) and second in 0-60 mph acceleration (achieving a time of 6,9 seconds), being topped only by the Aston V8 at 145 mph and Porsche 911 at 6.5 seconds, a remarkable feat considering the differences in displacement and price.
Carrera GT
At the Frankfurt Auto Show in 1979, Porsche showed a Carrera-badged concept version of the 924. Porsche produced the 924 Carrera GT a year later, in 1980, signaling their aim to compete with the 924.
Porsche transformed the 924 Turbo into the racing vehicle they sought by installing an intercooler and boosting compression to 8.5:1, among other minor improvements.
They dubbed it the “924 Carrera GT.” The Carrera GT was constructed in 406 units (including prototypes) to meet Group 4 racing criteria. For the UK market, 75 of the 400 road-going models were built in right-hand drive.
Porsche produced the limited-edition 924 Carrera GTS in 1981. There were 59 GTS cars made, all in left-hand drive, with 15 of them being race-ready Clubsport variants.
Carrera GTR
The 924 Carrera GTR racing vehicle, which weighed in at 930 kg and produced 375 horsepower (280 kW; 380 PS) from a heavily tuned version of the 2.0 L I4 used in all 924s, was the final evolution of the 924 in its race trim (2,050 lb).
This resulted in a 4.7-second 0–60 mph (97 km/h) time and a peak speed of 180 mph (290 km/h). Porsche fielded three 924 GTRs in the 1980 24 Hours of Le Mans, finishing 6th, 12th, and 13th overall.
In addition, a 924GTR rally race vehicle and two additional GTRs are being built (Miller and BF Goodrich). There were a total of ten Carrera GTRs made.
Finally, Porsche entered one of two specially constructed 924 Carrera GTPs (the “944GTP Le Mans”) in 1981, in which Porsche Motorsports debuted a new prototype 2.5-liter I4 engine.
To create 420 horsepower, this engine had four valves per cylinder, two overhead camshafts, dual balancing shafts, and a single turbocharger K28 (313 kW; 426 PS).
This penultimate variation finished eighth overall and spent the least amount of time in the pits of any other vehicle. The 944 platforms and the later 1987–88 944S 16V M44/40 power plant are based on this new 2.5-liter configuration engine.
Summary:
Except for the Italian market, which remained until 1984, the Porsche 924 Turbo production halted in 1982. Because of the limits on engines greater than two liters, the upcoming 2.5 liters 944 will be taxed at a substantially higher rate.
Frequently Asked Question
Here are some faqs related to Porsche 924:
1. Is the Porsche 924 a collector’s item?
The Porsche 924 Turbos (also known as 931s by their internal project numbers) are extremely rare, although a good one may be had for $10,000. Original 924s with little mileage are plentiful.
2. Is the Porsche 924 becoming more valuable?
While still in the shadow of the vehicles that came after it (the 944 and 968), decent 924s are now gaining in value, so if you want a Porsche but don’t want a Boxster, now could be the time to buy.
3. Is there a difference between a Porsche 924 and a Porsche 944?
The way the engine is installed in the front subframe is one of the most significant distinctions between the engines and, as a result, the two versions. The 944 engine is secured on an aluminum cross-member, which also houses the front control arms and steering rack. The 944 engine is mounted on two mounts on top of the cross member.
4. What is the top speed of a Porsche 924?
The 924 5 Speed features a naturally-aspirated Inline 4 cylinder engine, Petrol motor that accelerates from 0 to 100 km/h (62mph) in 9.6 seconds, with a top speed of 127 mph (204 km/h) and a curb weight of 2449 lbs (1111 kgs).
5. Is Investing in a Porsche 924 a Good Idea?
It’s also a fantastic investment. Porsche 924s from the late 1970s and early 1980s are frequently ignored, making them inexpensive and accessible.
6. Who designed the Porsche 924?
Porsche USA’s Porsche 924. The Porsche 924, which debuted in 1976 as the successor to the Porsche 914, was designed by Porsche on behalf of Volkswagen and later built in-house. Audi produced the new entry-level model at Neckarsulm.
7. Does a Volkswagen engine power the Porsche 924?
The 2.0-liter engine of the Porsche 924 has received a lot of flak, with claims that it was initially a VW van engine. It was based on a 1960s engine and developed by Audi in the early 1970s for use in the Porsche 924, VW LT van, and Audi 100.
8. Are components for the Porsche 924 and 944 interchangeable?
While the entire automobile is identical, the dashboard, electrics, and some suspension components are unique to this type and cannot be swapped with other variants. The early 944 shared many parts with the 87-88 924S, although the 924S benefited from some of the Series II upgrades.
9. In German, what does Porsche mean?
While the brand is commonly known as Porsche, the corporation’s full name comes from its founder, Dr. Ing. Ferdinand Porsche. The abbreviation “AG” stands for “Aktiengesellschaft,” which translates to “shares company” in German.
10. Why is the Porsche 959 a prohibited vehicle?
Because Porsche failed to give the United States Department of Transportation four automobiles necessary for destructive crash testing, the car was never licensed for street usage in the United States by the National Highway Traffic Safety Administration.
Conclusion
In the United Kingdom, the BRSCC and Porsche Racing Drivers Association conduct their own 924 racing series. Jeff May, who was the championship coordinator until his death on November 10, 2003, founded the Porsche 924 Championship in 1992. In addition, Jeff May was a founder member of Porsche Club Great Britain. The 924S is also able to compete in the 944-Spec racing class in the United States.