Page 1: Pictures of my car
Page 2: Summary of my car, 924 vs 944, 924 vs 924S, model info, VIN # help and links
Page 3: Misc. pictures
Page 4: Jacking/jackstands/lifting tips
Page 5: Maintenance intervals and Troubleshooting
Page 6: Porsche Price List
Page 7: A ton of info, used Porsche buyer questions, power to weight ratio, weight reduction {to increase your horse power ratio}
Thanks to the guys and gals at www.924board.org for the help. They are great people to chat with about 924 problems and fixes.
Information about my Porsche 924 Carrera GT {CGT} conversion. And 924's in general.
This is truly a unique car. My power to weight ratio should be slightly ahead of other 924's, mostly due to the fiberglass body instead of steel.
This is a 1977 Euro spec Porsche 924 with 116,000 kms {72,000 miles}, a 2.0 litre Porsche 924 engine, 4 cylinders, 5 speed syncromesh transmission, Carrera GT complete body kit, leather interior, aftermarket sunroof with stained red glass to match the car and an after market antenna. The car also has a 924 GT air scoop, mini tornado mirrors and a stainless steel polished muffler. Interior components: tachometer, oil pressure gauge, oil temperature, oil warning light, water temperature, battery warning light, fuel gauge, odometer, trip meter, volt meter, analog clock, rear defroster, intermittent wipers, interior light, dash light, interior hood release, console carpeting, privacy cover.
All of this sits on low profile 225/50Z/15' Potenza's on the front and 245/50Z/15' Comp TA's on the rear, fitted on Ronal Turbo R 10 aluminum rims. Redline is 6,500 rpm's. It is rear wheel drive and a perfect handling car with almost a total 50/50 balance between the front and rear of the car due to the front mounted engine with a "drive tube" connecting it to the transmission/axle (transaxle) assembly at the rear of the car. And with the car as low as it is now it handles even better along with Koni yellow sport struts.
When I bought this car {after 2 months of research and 2 full inspections by 2 different Porsche mechanics} in Aug of 2002. I had my Porsche mechanic put in a new: timing belt, water pump, fuel filter, air filter, spark plugs, spark plug wires and distributor cap. He changed the oil and filter, flushed the coolant system, checked the differential and transmission. Preformed a compresion test {#1-160 #2-155 #3-170 #4-160}. Checked the wiring for fan, lights and horn. He bled and adjusted the brakes.
And put in new: wheel bearings, front pads, steering universal joint, front signal assemblies.
Some Euro specs are:
Cylinder Head: Aluminum Light Alloy.
Cylinder Block: Cast Iron.
Crankshaft: Forged Steel.
Pistons: Cast Light Alloy.
Cooling: Pressurized water/ethylene glycol coolant, electric fan with thermo switch.
Compression: 9.3:1
All aluminium single overhead cam.
Lenght Aprox: 160 inches {4 meters} by 70 inches {1.75 meters}A two-litre, four-cylinder engine installed at an angle of 40%
Drag coefficient (Cd) of 0.36
Valvetrain: SOHC
Front Engine Rear Wheel Drive
93.2 kw{ 125 bhp} @ 5800 rpm
And the stock cars looked very different from the North American versions. Some say Euros looked much better some said they didn't, it all comes down to personal preference.
All 924's are fitted with Bosch K-Jetronic (k-tronic) continuous injection system (CIS) fuel injection. Although known as the k-tronic system it does not depend on electronics, but on the passage of air through a sensor plate. The system provides constant fuel output at the fuel injectors which is varied by the position of the sensor plate in the air stream. As air passes through the airflow meter, the sensor plate is lifted from rest. The sensor plate is connected to a pneumatic arm and the angle at which the sensor plate becomes stable depends on the airflow which is governed by the engine speed. The sensor plate pneumatic arm directly operated the fuel metering unit. The sensor plate arm moves a plunger in the metering bores of the metering unit (one for each injector) increasing or decreasing the injector fuel flow as required. The bores are specially machined to provide different air/fuel mixtures at different engine speeds. The Bosch k-tronic system is a most reliable and easy to trouble-shoot system and is central to the 924's well known reliability. The 924 is available in 4-speed, two types of 5-speed (a Z shift {German} and more conventional H shift) and a 3 speed automatic transmission. From 1976 to 1979 all 924's were equipped with floating caliper, single piston, disc brakes at the front and drum brakes at the back.
Maximum rpm: 6,500 RPM.
924 vs. 944
I think reliability is fairly close, each car has it's own special problems that arise, but 924's are A LOT cheaper to repair. Their Suspension is the same as the early 944s, so the same upgrades can made. The 944 fenders are wider, and therefore can hold wider tires. General consensus is that the 944 is more refined. If you're looking for a 924, try to get the later years {81 & 82 are the best overall, except weight}, because the body experiences less rust and the post 1977.5 engines have larger valves. The main annoyance of a 944 is that the timing chain requires a special tool to tension it properly, and you can't do the timing by yourself unless you have this tool (500 dollars). I believe the later 944's have a special spring that tensioned the belt automatically, but you still need to check the tension.
The 924's with the 2.0 liter engine are much simpler to work on than the 944. Main difference is that the 924 is a non-interference engine (if the timing belt snaps, piston and valves won't collide) and doesn't have electronic fuel injection. The 924 Turbo and the 924S are interference engines, and the 924S has the same engine as the 944. There are a lot of differences. I suggest going to
www.924.org
and checking out the model history and every other topic for that matter. And www.pelicanparts.com
www.Rennlist.com
are also good sites.
The 924 vs. 924S
These models are similar, with the exception of the extra hp of the 924S (which makes driving on tracks and road courses more entertaining). As well as an upgraded suspension. For a 924 you might as well get an 80-82 because you will get the most evolved edition (lots of subtle differences). It also has 115 HP {US}. If you can wait for a late 82, then you get the 944 style heater blower which is worth its weight in gold over the older fan. If I were going to buy another Series I 924 (US 76-82), I would only look at 81 or 82 cars. the 80's cars are a little more advanced than the earlier cars, with many/most of the improvements that you would find on the 81-82 (and euro cars).
Look at the gas cap. If it is covered with a body colored cover, than it's a 80-82, and in the right age range.
924S vs. 944
These models share most of the same suspension so many of the performance suspension upgrades would be the same and the ultimate buildup would be silimlar. They are both quicker than a 924 but cost more to purchase and more to maintain.
VIN # Explanation:
The VIN/chassis number codes for the early years is straight forward: 924 is the model. 7 is 1977 (8=1978)etc. Then the fifth digit is either 1, 2, or 3 for the model version; 1 is Europe/RestOfWorld, 2 is USA, 3 is Japan. All followed by the 5 digit serial number. The serial number starts over for each model year and country
Take your VIN # ie: 9247102150.
924 is the model {924}
7 is the year {1977}
1 is the European version
and 02150 is the serial number {2150th one made in 1977 in Europe}
The Vehicle Identification plate is located on the left hand windshield pillar and can be read from the outside of the car, through the windshield. The Vehicle Identification Number can also be found on a plate inside the engine compartment, adjacent to the battery. {see pic below}
The Chassis Number is stamped on the upper right hand MacPherson strut housing. {see pic below}
The Engine Identification Number is stamped into the engine, just to the left of the crankcase. It is adjacent to the clutch housing. {see pic below}
If you save this picture you can scroll to the bottom to see all of the information.
Thanks to the guys and gals at www.924board.org for the help. They are great people to chat with about 924 problems and fixes.
Page 1: Pictures of my car
Page 2: Summary of my car, 924 vs 944, 924 vs 924S, model info, VIN # help and links
Page 3: Misc. pictures
Page 4: Jacking/jackstands/lifting tips
Page 5: Maintenance intervals and Troubleshooting
Page 6: Porsche Price List
Page 7: A ton of info, used Porsche buyer questions, power to weight ratio, weight reduction {to increase your horse power ratio}
