on the topic of a 1981 Porche 924 http://raleigh.craigslist.org/cto/3034991858.html
What's the difference visually between the late 924 and 924s?
And are they basically an audi w/ a few "OH MY GAWD"-priced parts?? Has anyone here ever done a v8 swap in one?
Visually, I don't think there is a difference, (aside from wheels and trim?)
That one seems about a thousand bucks overpriced to me.
Luke wrote: That one seems about a thousand bucks overpriced to me.
This. I have seen plenty of running ones for that price.
mrwillie wrote: on the topic of a 1981 Porche 924 http://raleigh.craigslist.org/cto/3034991858.html What's the difference visually between the late 924 and 924s? And are they basically an audi w/ a few "OH MY GAWD"-priced parts?? Has anyone here ever done a v8 swap in one?
Not much visually changed through the 924/924S lifespan. 924.org has some great info. 924board.org has a pretty active forum dedicated to the cars.
A 924 that hasn't run in 7 years will need the entire CIS system cleaned and repaired. They don't take well to sitting with fuel in them, especially the newer fuels that tend to gum up the works pretty quickly. Also the electrical system generally needs to be cleaned, especially all of the grounds under the hood and and under the dash. I'd offer $500 for that. I bought mine with fiberglass body parts and running (barely) for $600, if that gives you a reference point.
The engine is Audi. The Transaxle could be Porsche (dog-leg first) or Audi (4 and 5-speed). Front suspension is Mk1 Rabbit with front steer, rear is similar to a super beetle (Super Beetle off-road shocks and torsion bars swap on for cheap upgrades).
None of the parts are OMG expensive (outside of some of the CIS parts). Engine parts are becoming NLA, but the enthusiasts are stepping in to solve those where possible.
V8 swap is essentially the same as a 944, with the exception that the 924 non-turbo had a small spline torque tube (Ford Bronco II 2.9L engines used the same spline and throwout bearing, oddly) that doesn't take well to a lot of power. Also it is cable operated.
The stock 924NA clutch starts to slip upwards of 200+hp. Also the cross-member is different and in a slightly different location that might cause some issues. Resolving the clutch would require adapting a larger diameter clutch from a Bronco or an Audi 5-cylinder, which could require a custom flywheel.
A wrecked 944/931 to donate its more common, large spline TT/transaxle and 5-lug brakes will solve the clutch issue and help resolve a durability issue with the drivetrain. Though people still blow up the TT and transaxles from time to time. The larger spline matches up to various Ford and Chrysler clutches.
$1500 usually buys you a running and driving 924, not a field-dweller with a seized motor. 
As for your question on differences, you lost me. There's only one 924, the ~78-~82 model, and they were all pretty much identical. The much later (87-88) 924S is a 944 in a 924's body, including 5-lug wheels. That little "S" makes a big difference in Porsche's.
Javelin wrote: $1500 usually buys you a running and driving 924, not a field-dweller with a seized motor.
Correction: the 924 NA doesn't seize. Its a non-interference motor. Typically the CIS system gets screwed up due to lack of maintenance and then screwed up further by ham-handed people trying to fix it.
The 924 Turbo (931) can seize and you can find running examples of those for that much money.
In reply to turboswede:
Just quoting the CL ad man 
924 = well a 924 .
924s is basically a 944 with 924 sheet metal
The 87 924s has a lot in common with the pre 85.5 cars. Front a arms are early stamped steel and the interior is the early style. IT does have the later offset wheels The 88 924s got the better motor (8-10 more HP) and is as far as I know all post 85.5 944.
The most valuable part of a 924s is the transmission. They are geared differently than the ones in 944's making them desirable to the 944 spec racers.
Luke wrote: That one seems about a thousand bucks overpriced to me.
Agreed.
So, based on the lack of flares this is a NA-240?
Never mind, I just re-read the replies again. The 924s was only produced from '87-'88. So that makes this a 924 NA w/ the audi 4cyl. So...that should mean that the CIS parts that I have at home from my golf should fit.
mrwillie wrote: So, based on the lack of flares this is a NA-240? Never mind, I just re-read the replies again. The 924s was only produced from '87-'88. So that makes this a 924 NA w/ the audi 4cyl. So...that should mean that the CIS parts that I have at home from my golf should fit.
Some might. Check out the parts cross-reference stuff on http://www.924.org
The key is getting the proper manuals and CIS diagnostic gauge set.
"...the 924 engine doesn't seize, it's a non-interference engine".
Interference or non-interference has nothing to do with an engine seizing. Either type of engine will seize if the cylinder walls and pistons rust together.
integraguy wrote: "...the 924 engine doesn't seize, it's a non-interference engine". Interference or non-interference has nothing to do with an engine seizing. Either type of engine will seize if the cylinder walls and pistons rust together.
You have a point.
The 924 is well.... nevermind. Lets just say it has no Porsche parts in it.
The 924S is a 944 with 300lbs lower weight, better aero, and better gearing. A better track car and DD.
I drove my '88 924S for 268K and never did anything to the engine or gearbox.
You can often find 924S cars in the $2000 - $2500 asking price range and can be good buys.
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