Learn me Porsche 924.

But it is a nice car.

Adrian_Thompson wrote: 89 2.7L 8V 944 for sale http://cgi.ebay.com/ebaymotors/1989-porsche-944-very-rare-year-californial-car-clean-tittle-no-reserve-/150688340943?pt=US_Cars_Trucks&hash=item2315b99bcf#ht_500wt_1173

I can't think of much that's more 80s than that Blaupunkt tape deck with the matching equalizer beneath it...

peter wrote:

Adrian_Thompson wrote: 89 2.7L 8V 944 for sale http://cgi.ebay.com/ebaymotors/1989-porsche-944-very-rare-year-californial-car-clean-tittle-no-reserve-/150688340943?pt=US_Cars_Trucks&hash=item2315b99bcf#ht_500wt_1173

I can't think of much that's more 80s than that Blaupunkt tape deck with the matching equalizer beneath it...

Gooseneck remote and a giant, mounted car phone.

93EXCivic wrote:

turboswede wrote: 5-cylinder motors are almost a bolt-in (motor mounts need to be moved and only the cross-flow motors will clear the strut tower) Biggest issue is the 924 N/A used a non-common clutch spline, while the 924 Turbo and 944 used a more common Ford and Chrysler compatible clutch spline.

Two questions. Which motors are cross flow? And is there a way around the clutch spline problem?

20-valve motors are crossflow. Turbo and non-turbo. Apparently the hot trick is a 10-valve block with a 20-valve head. Add turbo, enjoy banshee wail.

To fix the spline issue, you can use a racing clutch from an early Audi (034motorsports.com) or you can change the Torque Tube out for the later style piece from a 944 and use a Chrysler/Ford clutch from something V8 powered. Many cars are starting to have bearing issues with the torque tubes, so it might be prudent to be ready to replace the bearings in either case if you're that deep into it.

m4ff3w wrote: http://www.944-20v.nl/ That is all.

That five cylinder looks at home in there:

Resurrection for a cool link:

https://www.youtube.com/watch?v=z2lII29_MZM

Lets see, RWD, manual steering, 4-cylinder, turbo, hatchback, great parts availability and why isn't the 924 more loved by the GRM Dorks?

Harumph I say!

Also, they make great track day cars:

https://www.youtube.com/watch?v=_e-vg2XXzrI

I'm going to try to look at one that just came up on the local CL (the reason I went searching the board and found this recently-resurrected thread ).

Clem

Revived. I might be getting a 78 924 in trade. Do all Audi engines really bolt up to 924 bell housings? I happen to have a 96 A4 2.8 parts car..

They are close, at least with the v8 that is. There's a few extra holes on the engine side that don't line up. An adapter plate or the addition of some tabs to the stock bellhousing takes care of that.

In reply to turboswede:

Have you actually done it?

Nope. Read several threads on it on motorgeek and 924board.

Thread brought back from the dead to ask if anyone knows where 924 performance parts are still available. I asked over at 924.org but didn't get any good leads. I just picked up a 1978 model and, for it, I'd specifically like to find a Bosch 009 distributor, a hotter camshaft and a pair of dside-draft carburetors. Since Eurorace no longer exists, and nobody seems to hop these cars up anymore, I may just be SOL. A Chevy 4.3 swap would make it faster on the cheap

Friend added the flair kit, fat wheels/tires and an aftermarket turbo to his early model 924 back in the day. Looked like one of the factory 924 Carrera GT race cars. Cool car but unfortunately died an untimely death in a barn storage fire one winter.

I like my little 924. Mine is a Euro model that was imported to Canada by a military guy a while ago. The handling of these cars are really good. With the 125 hp of the euro engine I am able to get a pretty good head of steam going. Like the 1.7 914's these are more of a momentum car than a pure power car. If you go to do a motor swap definitely check out 924.org. Great community with lots of information. And Honestly, the parts are not that hard to find.

Cheers; Mike Kirby 1976 924

M030 wrote: Thread brought back from the dead to ask if anyone knows where 924 performance parts are still available. I asked over at 924.org but didn't get any good leads. I just picked up a 1978 model and, for it, I'd specifically like to find a Bosch 009 distributor, a hotter camshaft and a pair of dside-draft carburetors. Since Eurorace no longer exists, and nobody seems to hop these cars up anymore, I may just be SOL. A Chevy 4.3 swap would make it faster on the cheap

The board has gone through a server move recently and that caused some login issues, etc. So I suspect that there were some threads that were missed, etc. Try reading this thread to get some ideas of the current "lay of the land" in regards to the 924's 2.0L performance solutions:

http://www.924board.org/viewtopic.php?t=25795

For suspension pieces, there's quite a bit shared with the later 924 Turbo, 924S and 944's that aside from the need to manage the suspension width and wheel offset, you can swap almost everything over aside from the later front sway bar (though this can be remedied with some fab work to add the proper mounts) and steering rack (there are adapters for those if you want power steering).

My 924 is running 944 turbo rear trailing arms and 944 front uprights to get away from the drum rear brakes and to open up the wheel choices a little, plus I have widened fenders so I needed to fill them up!

Performance parts for the engine are a bit more tricky. There are still a few around, check out EBS Racing or Ideola's Garage. There are camshafts available and the sidedraft intake might still be available through Pierce Manifolds or another company that carries those manifolds. I managed to get mine from eBay quite a while back. Sidedrafts can be scrounged up elsewhere, but try to find a matching set if you're dead set on them.

Personally, I'd not bother with the 009 distributor or the dual side drafts. I'd convert it to EFI using MegaSquirt and control the ignition and fuel with the computer. EFI is where the power and reliability will be found. The 009 and Weber's will be a compromise to produce power in specific ranges, just part of the limitations of that solution. Just ditching the stock CIS gains almost 12hp due to removing the air flow meter. The stock intake isn't all that bad and you can use a larger throttle body from an Audi or even a Weber big bore throttle body tom improve throttle response without losing driveability. Then spend the rest of your money on getting the head ported to fix the main reason why it doesn't make much power (that and it can use more compression, but that may not be as large an issue on your early motor as some came with the Euro-spec 9:1 pistons). There was also a variable cam timing sprocket available from Franco back in the day, that helped broaden the power curve, mine has been pretty cool to play with :)

To be brutally honest many people are either trying to get their CIS systems working well enough to get and keep the engine running or they are moving to EFI and adding turbos or superchargers to the engines, while a final set are swapping in other engines. So there isn't a lot of performance parts, just lots of repair parts or fabricated parts to solve their particular problem.

Hope this helps!

Since the thread got bumped I'll just leave this here, seems as good a place as any...

...nothing more expensive than a cheap porsche, blah, blah...

Drive one and then decide.

By the numbers they should not be as fun as they are.

In reply to bluescooby:

Here's a better option for a 924 Turbo: http://www.924board.org/viewtopic.php?t=39850

Its in Canuckistan, but it would be a fun drive and it should migrate across the border without issue due to the age.

I saw that, that 931 is in very nice condition. Unfortunately I can't afford a $9000 Porsche in nice condition. They say to buy the best used Porsche you can afford, but for me that still ends up being the one out behind someone's grandpa's shed that "ran when parked..."