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Good Points
Fully galvanised body (1981 on) means zero corrosion, well balanced 50/50 weight distribution means a good neutral handling chassis with high levels of grip. Economical esp on longer journeys very relaxed cruising at the legal limit. Evolution of the design means timeless classic looks, practical to use with large boot deck once child rear seats are laid flat, mainly VW parts = cheap to maintain, classic car insurance.
Bad Points
924 2.0 litre. 1978-1984 (not 924S)
Performance is more GT other than SPORTS car. Interior switchgear ergonomically miss-matched, consistent idling heater fan and large rear glass can make interior stuffy, no power steering, notchy gear change and clutch can be heavy for some.
General Comments
This review is based on a 1981 Porsche 924 lux Sports Car which I owned from 1988 to 1999. The car was passed on to my father who still drives it today.
History. (Hey, it’s not a real Porsche!)
The 924 was never intended to be a Porsche but was meant to be an Audi.
Back in the 70’s Audi was an independent company who decided to add a luxury sports coupe to their range of mostly VW sourced salons. Porsche were commissioned to design a modern fuel-efficient sports coupe, which could be manufactured using stock Audi and VW parts. Being around the time of the fuel crisis, which had crippled sports car manufactures, practicality, and long-range autobahn cruising ability was to take priority over outright performance. Porsche were given an almost free hand with the actual design and the result was a superb rear wheel drive chassis with the engine and clutch (inclined 45 deg to allow a low bonnet) at the front and the gearbox and differential in a large transaxle unit sitting over the rear wheels. This arrangement gave a near perfect 50/50 weight distribution.
Porsche were paid very handsomely for their development work but before the coupe reached production Audi were suddenly bought out by VW.
Volkswagen had ideas to produce an Audi coupe to go rallying (Audi Quattro) and the new design rivalled head on with their already established sports car.
In the end the project was offered back to Porsche at a fraction of what they had been paid to produce it and they jumped at the chance. For Porsche it made perfect sense as a replacement for the 916, which had only been a lukewarm success. Also with the rising cost of fuel an economical small engine car would sit very nicely opposite the big V8 powered 928.The interior was given a work-over using both 911 seats and steering wheel, however the sourced VW switchgear remained.
Before the take over Audi had already sealed a deal with VW for a large supply of 2.0 ltr cylinder blocks which Porsche decided to retain instead of producing an in-house design. Unfortunately the same blocks also were used by VW in the new LT transporter van, which gave the press a field day claiming the new Porsche, was to be fitted with a VW van engine. This was of course untrue but alas the damage was already done. This was laid to rest with the much later 924S which had a true 2.5 ltr Porsche 944 engine.
The final 2.0 ltr engine had a true Porsche designed cylinder head, pistons etc and was fitted with Bosch K Jetronic mechanical fuel injection. It produced a max output of 125 bhp at 6500 rpm and with the help the slippery 0.32 cd coupe’s body would push the 924 to a claimed 125 mph top speed yet still return over 40 mpg on a run, which even today is very respectable. So despite what many think the 924 was and is a true Porsche which just happens to use some sourced VW / Audi parts (much like early 356’s).
924 turbo and 924s
Porsche took the 924 racing and the result was the turbo version for the road. When I was in the Porsche club (1988-94) the turbo held a mixed review. The performance was certainly good with 0-60 mph in just over 7 sec and a top speed over 140mph but the car suffered terrible turbo lag (like most early 80’s turbo’s), which could make smooth driving very stressful. Turbo chargers had a habit of vaporising their oil after shutdown which lead to most failing before 70,000 miles. The car was also fitted with a ZF race gearshift pattern with first being on a dogleg of second. This helped the car on the track where first was only used at the start but could become a pain in traffic. Because of these facts many felt, that in real life, the standard car was actually quicker from standing to 40mph.
The 924S was the last model produced and used a “true” Porsche 2.5 ltr engine, which came from the 944 and was de- tuned (but was still quicker). The performance was similar to the turbo but the power delivery much more smooth and usable.
Although slightly more expensive to buy and maintain the 924’s is, in my view, the best of the bunch.
Driving & performance
The 924 is not a 928 but is a well-built if not heavy car and with just 125 bhp on tap was never going to be a drag strip racer. 0-60 mph comes up in 9.5 secs with an outright top speed of just over 120 mph. The car performs its best in 3rd gear in the mid range speeds where the torque of the fuel injected engine gives its best punch.
Motorway cruising is very relaxed and the car pulls strongly at the legal limit and well beyond. The suspension is fairly hard with minimal body roll, but smoothes out as the speed increases; levels of grip and traction are very high, handling and brakes are firm and safe.
Day to day
The opening rear glass tailgate accesses a large (but shallow) boot area, which makes the 924 very practical as an everyday car. The rear seats are tiny and only usable for small children. The heater is a little weak on early models and with such a large amount of glass can quickly result in steamy windows. The seating is low which although gives a nice sporting feel can result in poor visibility for shorter drivers.
The non Porsche VW sourced parts are quite cheap (924 water pump £30) but the other true Porsche bits (gearbox etc) can cost an arm and leg.
Owning and buying a 924 today
All post 1981 cars are fully galvanised and therefore should be totally rust free. Expect a respray or two but any sign of rust on the body indicates panel replacement or repair. Engines can sound a bit “tappy” around 100,000 miles as the valve guides wear (new exchange lead-free head around £600) but will run on to a good 180k if reg serviced.
Early 79-81 models (only floor pan was galvanised) are identified by the two-spoke steering wheel and four-speed gearbox are presently the cheapest to buy. The quality took a big jump in 1981 with the “lux” pack introduced and continued upwards until the car was discontinued with the 924s in 1986.
The one-piece vinyl dashboard splits around the windscreen vents and is to be expected. The cloth seats tend to rip on the side bolsters but are compatible with later 944 seats (as is rest of interior except 944 oval dash) which can be sourced from owners clubs or picked up on Ebay for around £150-250 a pair.
Prices vary (2004) and are based very much on condition but £2000-£3000 should get you a nice well looked after 2.0 ltr example with plenty of life left.
A later 85/86 2.5 Porsche 924,s tends to sell for about £1000-£1500 more.
The Porsche 924 was produced from 1976 through 1988 and served as a replacement for the 914. The 924 is credited with aiding Porsche in recovering from financial difficulties by creating a revenue stream that helped with development costs in the 911. After a long and illustrious career, the 924 was replaced by the 944.
The history of the 924 leads straight to Volkswagen, the company that commissioned Porsche to design and build the vehicle. Originally to be called the VW Type 477 and known internally as the EA435, it was an attempt to build a car using parts that already existed and easily attainable by Volkswagen. The styling was the result of Dutchman Harm Lagaay. The design was wedge-shaped with the front headlights concealed in the hood. By placing the engine in the front and powering the rear transaxle, 50/50 weight distribution was achieved.
Due to concerns about the rising oil crisis and finacial difficulties, Volkswagen decided to cancel their support of the project. Porsche bought the design for $60 Million (USD) and produced the vehicle in the VW/Audi factory located Neckasulm. Due to low cost of producing the car, it quickly began making a profit. In the United States, the car sold for $9,395.
Throughout its life-span, aesthetic and mechanical improvements were made to the 924. A Porsche designed four-speed gearbox was used to drive the 2 door, 2+2 sports car. Drum brakes were used in the rear while solid discs were placed in the front. Vented discs were later used to improve braking. The water-cooled engine, a first for the Porsche Company, was mounted in the front and powered the rear wheels. The 95 horsepower engine was a Volkswagen 2 liter engine that had been used in the Audi 100 and the Volkswagen Van. Up to this time, most Porsches were air-cooled with rear or mid engine configuration. An optional 5-speed manual gearbox and sport suspension, including springs, torsion bars, shocks, struts, and swaybars could be purchased to improve the performance of the 924. There was also a Comfort and Convenience package that included AC, power mirrors, power windows, 3-speed automatic, and an upgraded stereo.
The first limited-edition 924 was labeled the Martini Edition and factory order number M426. Also known as the Championship Edition, it was a celebration vehicle of Porsches racing triumphs. It was distinguished by front and rear sway bars, leather covered steering wheel, red-white-blue Martini Rossi striped on the outside and on the headrests, white alloy rims, black vinyl seats, and red carpet. The vehicles were built from December 1976 through March 1977.
In 1978 the Limited Edition was introduced followed by the Sebring edition in 1979. These specialty vehicles were attempts by Porsche to improve the car's appeal.
In 1978, the 924 Turbo was introduced. The left-hand drive versions were called 931 while the right-hand drive versions the 932. Using the Audi engine with a new exhaust and intake system, the turbocharged version produced 170 horsepower. To help the turbo breathe, air intakes were added to the hood and grille of the vehicles. Disc brakes were added to all four corners of the vehicle and a Getrag five-speed gearbox was matted to the engine.
In 1981, the 924 Turbo Series 2 was introduced. The main purpose of this release was to address issues that had plagued the original design. Due to poor air circulation, the engine bay had a tendency to become extremely warm. This caused many of the turbochargers to fail. To rectify the problem, a smaller turbocharger with increased boost, improved fuel injection system with DTC ignition, and an oil cooling system were implemented. As a result, the reliability improved and the horsepower increased by 7.
The next succession of the 924 was a purpose-built racing version known as the 924 Carrera. The left hand drive versions were labeled 937 while the right hand drive was 938. The vehicle received modifications in most areas, including the addition of an intercooler, bigger air scoops on the hood, and wider fenders. Non-essential elements were removed from the car in an effort to reduce weight. The vehicle was entered into the grueling 24 Hours of LeMans but in order to comply with homologation regulations, road going versions had to be produced. Porsche answered this rule with the Carrera GT and later the Carrera GTS. The GT version produced 210 horsepower while the GTS produced 245. A third version of the Carrera was later offered, dubbed the Carrera GTR, and produced an astounding 375 horsepower from the 2 liter, 4-cylinder engine. All areas of the GTR were modified for racing, focusing mainly on the suspension. It included a roll cage constructed of welded alloy. Only 18 GTR's were constructed.
In 1983, the 924 Turbo production ceased.
In 1986, production of the 944 began. Unfortunately, sales were slow due in-part to the higher cost when compared with the 924. Porsche decided to introduce a revised version of the aging 924 to give the 944 time to appeal to customers. Dubbed the 924S, it featured the 944's 2.5 liter power-plant, new rims, and minor modifications to the interior. The 944 was more luxurious but the 924S was quicker, due to lower weight. After two short years, the 924S was removed from the line-up.
Many do not consider this to be a true Porsche since it was designed for Volkswagen/Audi and powered by an engine that could be found in a Volkswagen Van. During the 12 year career of the 924, it received many modifications and improvements including the turbocharger and the much anticipated 2.5 liter power-plant. It began as a great car and was retired as a great car. It's accomplishments on the race track and in sales are a true testament to the versatility and legacy of this vehicle.
Viewing specifications of 1987 Porsche 924S
aerodynamics
Drag coefficient 0.330
Frontal Area
Cx
Viewing specifications of 1987 Porsche 924S
engine
Code
Manufacturer Porsche
Type S-4
Wet sumped
SOHC
8 valves total
2 valves per cylinder
Main bearings 5
Construction aluminium alloy block & heads
Bore × stroke 100.00mm × 78.90mm
3.94 in × 3.11 in
Bore/Stroke ratio 1.27
Displacement 2479 cc
(151.278 cu in)
Unitary capacity 619.75 cc/cylinder
Compression ratio 10.20:1
Fuel system Bo L-Jet fuel inj.
Aspiration Normal
Compressor type N/A
Intercooler None
Catalytic Converter N
Max. output
(DIN) 162.2 PS (160.0 bhp) (119.3 kW)
@5900 rpm
Max. torque
(DIN) 210.0 Nm (155 lbft) (21.4 kgm)
@4500 rpm
Maximum rpm
Coolant Water
Specific output 64.5 bhp/litre
1.06 bhp/cu in
Specific torque 84.71 Nm/litre
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Viewing specifications of 1987 Porsche 924S
performance
Note: A value of -1 means that
the car cannot attain that speed.
0-50mph (80 km/h) 5.60s
0-60mph 8.00s
0-100km/h
0-100mph 21.40s
80-120km/h
(50-70mph)
in top
0-Quarter-mile 16.30s
@ 87.00 mph
0-Kilometre 29.20s
@ 177.00 km/h
Top speed 216 km/h (134 mph)
Fuel Consumption
CO2 Emissions
Power-to-weight 133.89 bhp/ton
The 944 Engine.
The 944 engine follows on from the radical departure made by the 924 from all previous Porsche engines. The engine is essentially half of the 928's V8 engine and as a consequence is a completely different design from the 924 and shares no common components. The standard engine was produced in 2.5L capacity with later models increasing in capacity to 2.7 and 3.0L. Later models also improved on the standard cars SOHC 8V cylinder head with 16V heads, some with variable valve timing (944S2). Bosch Motronic electronic fuel injection delivers excellent power and economy and a pair of counter-rotating balance shafts ensure smooth operation right up to red-line. Maximum power output is 163BHP
