Please browse the photos and information on these pages.

This car was given to me by a fellow enthusiast in 2003 and I stripped it
down for a complete ground-up performance build - at a significant cost
(binder of receipts included).  It's low, sleek, has a beautiful shape,
will take a curve like you wouldn't believe, and the accelerator pedal
will press you back in the seat like a beast!  If you want a raw
turbocharged Porsche, then you've found it.  This car is not for a
novice.

There is still some tuning and tinkering left on this car to get it
dialed in.  Just plug in your laptop and you have control over the entire
engine with datalogging options.

The engine is very strong and reliable.  The ignition electronics are
practically bullet-proof.  The EFI system can currently support 350hp+. 
The transmission is the Porsche-built unit with first gear to the left
and down.

I'm always happy to talk with enthusiasts and I can answer any question
about this car.  I will also be happy to set up your laptop to interface
with the ECU.  Accompanied with the sale will be a VERY thick file folder
of all receipts.  I wouldn't even want to guess how much I've spent but
it's likely into $15k+ territory...

Below is all the info on the car including every fix / replacement / issue /
and blemish.  You won't be getting any surprises.  Please read this
throroughly before contacting me, my time is just as valuable as yours!

Features:

ENGINE -
2.0L 8.5:1 static compression
180RWHP @ 1bar boost *in a 2nd gear run on a very hot day according to ECU software*
** This number will be much higher on a dyno in 4th gear, 2nd gear outruns the
   turbo and gives a bad estimation of power.  I would make a 4th gear run, but
   I would be arrested doing that on the highway...
   An older 3rd gear run showed an extra ~20rwhp compared to an equal 2nd gear run.
   I have datalogs of all of this.

I would estimate ~250HP at the flywheel which is around 220RWHP.  This is in line
with other intercooled 931's running at 1bar.  I'm not sure how much more boost
the turbo will produce, but it should be good for a few more psi at the least.

If it matters: top speed was originally stated as 140mph which was limited by
the power the car made and not the gearing.  The top speed of this 931 is easily
10-15mph higher due to the increased power.  The top speed in my factory 250hp
Carrera 4 is 163mph with the same slippery Cd of 0.32 as the 931.  The C4 is
even geared higher than the 931.

6600rpm spark-retard set rev limit

- Laptop Programmable electronic fuel injection (MegaSquirt ECU) & spark timing
- ECU based on manifold air pressure and intake air temperature sensors
- Crank-trigger distributor-less EDIS igntion
- Custom made crank trigger mount to crankshaft
- Ignition distributor removed and covered with a steel blanking plug
- 750cc "RC Injector" fuel injectors (good for 350hp+)
- Zietronix wide-band oxygen sensor & controller (for accurate real-time air/fuel readings)
- Professional grade shrink-wrapped text-coded wiring harnesses
- Relay board for ECU, injectors, wide-band o2, fuel pump, IAT, CLT, ignition, etc.
- Replaced wiring for alternator, starter, battery, main grounds
- All wiring is documented!
- Professionally rebuilt engine
- New hypereutectic alloy flat-top, skirt coated pistons
- Total Seal piston rings (cylinders specially honed per Total Seal instructions)
- Polished crankshaft, new rod and main bearings - stock size
- Complete engine balancing ($600)
- New top and bottom gasket sets
- Raceware head studs, slotted for head removal
- Head has been port-matched on intake, polished combustion chamber, 8 new valves
- Modified 3K K26 turbo with polished compressor side
- Factory turbo oil vent update
- Modified factory intercooler from 944 Turbo
- Forge Motorsports blow-off valve
- Polished exhaust manifold & tapped for EGT sensor
- Custom made aluminum intake manifold plenum welded to stock cut runners
- 65mm single-butterfly throttle body
- Silicon turbo pressure hoses secured with T-clamps
- Rebuilt factory wastegate with new diaphram
- New waterpump, rebuilt oil pump
- New motor mounts
- New fuel filter
- New 83C (180F) thermostat and radiator fan thermoswitch
- New factory clutch
- Replaced 911SC "Sport" aluminum pressure plate (with added clamping force)
- New throw-out bearing, clutch arm bearings, clutch guide sleeve
- Flywheel lightened by 2.5lbs (still very streetable)
- New starter
- New factory valve lifters
- High pressure fuel lines and EFI-correct clamps
- Engine bay fuel pressure gauge
- Custom fuel rail
- Bosch/MSD adjustable boost referenced fuel pressure regulator


TRANSAXLE
- Original dogleg G31 Porsche designed gearbox
- Factory 40% locking limited slip (LSD) option M220
- New 1st, 2nd, and 3rd gear syncromesh rings
- New 1st gear asymmetric dogteeth ring from PowerhausII
- Perfect used 2nd gear dogteeth ring
- New seals & gaskets
- Filled with Redline synthetic transaxle fluid
- New shift guide rod bushing
- New shift rod U-joint bushing


SUSPENSION/BRAKES
- Recent front & rear alignment (within past 500 miles)
- New Bilstein shocks front & rear
- 200 lb front lowering springs (slightly stiffer than stock)
- Front 23mm factory swaybar
- Rear 19mm 3-way adjustable Porsche swaybar (set to "medium")
- New balljoints, tie-rods, swaybar bushings, front control arm bushings,
  strut tower bearings
- New front wheel bearings
- Factory 6/8x16" 964 "Design 90" wheels with summer tires
- Extra set of factory 6x16" Design 90 wheels with new all-season tires (1,000 miles on set)
- Factory 15" spare tire from 944 Turbo
- Factory brakes work perfectly!
- Brake switch moved from pressure switches on master cylinder to 944-style
  switch at the pedal


INTERIOR
*This car has no interior leaks*
- Black carpet from '88 924S in excellent condition
- Rare factory lightweight black leather sport seats in excellent condition
- Late 944 rear factory seats - with push-button release
- Matching VDO gauges: 160mph speedo, vacuum/boost, voltmeter, oil pressure, oil temp,
  speedo, tach, combination coolant temp/fuel/warning lights
- Lo-Tek A-pillar gauge pod contains oil pressure and oil temp gauges
- Have original working VDO clock in extras
- Odometer recently fixed and should last a long time without problems
- Leather-covered 4-spoke 380mm diameter "sport" steering wheel in excellent condition
- Leather-covered handbrake from late model 944
- Leather-covered shift knob (original style)
- Late-944 sunvisors (nice upgrade)
- Late-944 door lock buttons (nicer than original)
- Early-944 Porsche crested glovebox lock
- New late-944 ash tray
- New cigarette lighter (never used)
- Shifter shortened ~1"
- Alpine CD player (from 2007), with Ipod controller cable
- Alpine 4 channel amplifier
- Four 4x6" Infinity Kappa speakers, two in front doors, two under the rear quarter windows
- Kenwood low-profile powered subwoofer
- Interior cabin has been soundproofed with Elemental Designs butyl core deadening material (needs
finishing - left door, rear left wheel well, spare tire area, etc., I have extra deadening - fun job!)
- Upgraded heating system from early 944, excellent conversion
- New windshield
- Late 944 door weather-stripping
- Replaced sunroof weather-stripping gasket
- Replaced 1/4 window weather-stripping
- Replaced rear hatch weather-stripping
- Battery tray professionally welded and sealed (no interior water leaks!!!)
- Replaced rear hatch pneumatic shocks
- All A/C components are present, but I've never tried to get it going.  I have kit of AC o-r\
ings too.
- MegaSquirt ECU and Wideband box cleanly mounted under driver's side dash


EXTERIOR
- Amateur color/clearcoat repaint in factory Zermatt Silber (silver metallic)
- New factory Porsche hood crest
- Factory parts "TURBO S" lettering on the rear ("turbo" from 951, "S" from Boxster)
- New sunroof seal (the larger, thick seal)
- New rear quarter window seals
- New hatch seal
- Have new door handle seals & door handle plastic insert, new in packages
- Completely stock exterior otherwise!
- Factory 924 Turbo features a vented nose panel and hood with a NACA duct
- Replaced original hi/low horns with 968 units

Factory Options:

- Porsche-built limited slip differential (LSD) transaxle (extremely rare!)
- "S" package, including 4-wheel disc brakes, 23mm front swaybar
- Power windows, power mirrors, rear window defrost, AC
- Electronics all work: power windows, power mirrors, windshield wipers, windshield
  washers, headlights & mechanism, turn signals, hazard/emergency lights, brake lights,
  reverse lights, parking lights, rear window defrost, all gauges, interior lights,
  luggage light, horn, glove box light, heater blower motor (works very well), AC
  blower motor (blows very very well, just not cold), stereo.




ISSUES
==============
- Burns a cloud of oil on cold startup.  Doesn't effect performance, but pisses of the
  neighbors.  If it is driven until warm with no/little idling, then it smokes very little.
  If it is left to sit and idle right after start-up, then it's quite a cloud.  I can offer some
  suggestions on diagnosing the issues.  I would do it myself, but I've sadly gotten burnt out
  on wrenching on this machine.

- Mechanic installed the flywheel incorrectly and the timing marks don't show up.  I'm
  not at all happy about this.  Timing is approximated reasonably accurately using the
  cam timing belt wheel.  Real timing tuning should be done on back-to-back dyno runs,
  but I'm not happy about not knowing the degrees accurately.

- Paint has some bubbles, chips, scratches, clearcoat issues.  It is presentable but the
  bubbles will need attention to avoid rust.

- Left side front fender in front of the wheel is scratched/dented from horrible Boston
  parallel parkers...  Not awful, but noticeable.

- Intercooler either needs permanent mounts made up for its present location, or it needs
  moved under the nose.  I would suggest the latter for better cooling.  That will also
  give more room and better air for a larger air filter which I would also suggest.

- EGT sensor had broken off (I broke it...) and I replaced it with a brass plug in the
  exhaust manifold.  If you want EGT readings then you need to buy a new sensor from
  Zeitronix.  It bolts in easily.

- Engine is currently running dino oil and will need to for another 1,000 miles before
  switching to synthetic (for break-in).

- Needs more fine-tuning with the laptop.  Endless amounts of tinkering!  Although
  it runs well as-is, the accelerator is touchy due to the air:fuel mix being off at
  cruising.

- One of the rear rubber bumper covers has a broken stud and doesn't pull tightly up
  against the bumper.  Rubber cover needs replaced.

- I think a light is out on the speedometer and the underhood light bulb is out.

- The set of summer wheels and tires need the tires replaced.  The all-season set is
  new.



Extras
==============
- Pack of oil drain plug crush seals (replace every oil change)
- CIS Auxilary air valve from a 911SC if you want gradual idle control during warmups
  (MS is on/off idle control)
- Door handle seals (4) and door handle plastic inserts, new in packages from dealer
- Extra set of 6/8x16" Design 90 wheels (from a 964 C2/C4), these need new tires
- Extra set of new Bosch copper spark plugs (one heat range colder than stock)
- Tool to remove injector cup inserts (from Endwrench / Todd)
- Extra stock '79-'80 931 K26 turbo
- Extra valve cover and timing belt cover
- Extra tappered adjustment screws for valve followers / tappets
- Extra good condition tail light lense assembly
- Extra engine block (if wanted)
- Extra set of piston rods with stock rod bushings (if wanted)
- 15" collapsable spare tire from a 951
- lightweight aluminum factory jack from a 951
- Additional rolls of soundproofing material
- Extra 23mm front swaybar droplink (these can crack on rare occassion)
- Bag of extra stock used relays
- Extra lengths of blue silicone vacuum lines

Current View of the Engine Bay!

A Few More Glamour Shots:

This 1980 Porsche 924 Turbo S was given to me by a fellow enthusiast who wanted to see it brought back to its former glory. At times it’s been hard for me to determine if this was a blessing or a curse! These pages give a log of my restoration and enhancement of the car as well as lots of esoteric 924 Turbo tidbits along the way. Enjoy!

I’ll give a quick synopsis on this first page, then dive into more detail in the following pages. To start off, here are a couple before and after shots:

When I received the car it was in what I would describe as "staying together out of sheer stubborness". As I dismantled the car I found all sorts of broken and worn pieces. Anything that was questionable was replaced.

I completed the restoration after 14 months and turned it into a very sweetly running and looking machine. About 6 months later, the JE forged pistons had all but melted down and it was time for the engine to come apart again. Here I am, three years after acquiring it, going through, hopefully, the last round of engine rebuilding and enhancement.

I began stripping the car down when I received it in March 2003. Here I am in November 2006, getting ready to assemble yet another engine.

Engine troubles:

Engine #1
The original engine. I opened this engine up for a complete rebuild as soon as I got the car. It was caked in oil and needed to come out anyway for the repaint. When I opened it up I found the top compression rings all broken - not an atypical sight on these old 931's. The pistons ended up being out of round, and the cylinders weren't in much better shape. It amazes me that it ran at all. I actually took it out on a test drive like this before getting the car. After the test drive I had it towed to my home/garage and didn't attempt to start the engine again!

Engine #2

The first engine build used the stock CIS injection and forged JE pistons. When I opened this engine up after about 10k miles, I found one piston with the crown and compression ring completely missing, and another piston with a 1/2" chunk missing from the crown. I've seen two other engines that have failed in an identical way using JE pistons. I bought JE because of their outstanding reputation, but they truly screwed the pooch in their 931 piston design. The stock cast pistons hold up much better.

Engine #3
I decided to use 87mm flat-top VW pistons in the new build along with the MS EFI + EDIS conversion. This likely would have worked just fine if it hadn't been for the fact that I bought new standard size rod bearings on a crank that was turned 0.010" under on the rods... Lots of detonation-sounding noises and a quickly blown headgasket. I also saw cranking compression numbers as high as 176psi. Some of that could have been due to the extra ten thou that the pistons now had in travel. More of it could have been due to the fact that the block seems to have been decked by a significant amount by my old machine shop. Probably a good 0.020" or more.

Engine #4
Voila! Up popped a completely rebuilt 931 engine on ebay. The seller was a shop owner who told me that new standard size factory Porsche pistons were bought and used, the crank journals were turned 0.010" under, the clutch was new, the turbo was rebuilt, the head was rebuilt, the bores were checked with a boroscope, etc., etc. Turned out, this engine had been sitting for over a year and at some point was flooded with water. The cylinders were rusty and pitted, the top compression rings were all in pieces, there was some surface rust on the crank journals (which turned out to be standard), and the inside of the block was covered in surface rust. This engine burned oil from startup and had enough crankcase blow-by to cover the entire engine bay in nice clean oil. I replaced the rings (after finding them all broken) and ran a ball-hone on the cylinders. Put it back together and still smoke. I'm working with my credit card company on a chargeback on this swindler.

PS- Don't buy anything from Gary Wilkins owner of Preferred Imports in Deland, FL, ebay handle: piparts !!!

Engine #5

Getting tired of pulling the engine. I bought 88mm flat-top VW pistons with coated skirts for this build. The block was decked and bored to the pistons. The crank in the junk engine turned out to be ok, just in need of a polish. Through lots of number crunching, I decided to carve about 2cc out of the head to lower the compression ratio down to a calculated 8.2-8.3:1. The balance work alone came in at almost $400! This engine is perfect. We'll see how it runs...

And this engine has decided to burn lots and lots of oil... argh!

Engine #6

Enough is enough. The car is now in the very capable hands of Marc @ German Performance, Inc. . I have no idea why I didn't find this fellow sooner, he's right around the corner and great to work with!

An initial leak-down test was showing up to 18% blow-by, so the rings weren't doing their job.

After tearing into the engine Marc found that the rings that I gapped generously at 0.027" had turned into 0.040"+ which is enormous for the bore size. The rings that come with these Chinese-made VW pistons just don't seem up to the task. So we've employed Total Seal to make a replacement set of rings using a nitride top ring to hold up better under the turbocharged environment.

The car will go straight to the dyno after the rebuild, so I should have some good baselines to go from!

The following pages give more info on this on-going saga...

Page 1: Intro
Page 2: Engine internals
Page 3: Fuel and Ignition
Page 4: Turbo and Wastegate
Page 5: Clutch and Transaxle
Page 6: Suspension and Braking
Page 7: Interior work
Page 8: Bodywork

Post Script

Many people have questioned what the "S" designation is all about. Well, here's what I know- there was only one year (1980) for the 924 Turbo S. The S option included 4-wheel disc brakes (same as the 944 introduced in 1983), 23mm front & 14mm swaybars, Koni adjustable sport shocks, 16x6" alloy wheels with 205/55/16 tires, and a slightly higher ratio steering rack to make turning the wider tires easier. Some cars came with a large "S" decal on the hood, some not. I found this pic to the right on an ebay auction- it readily shows the larger alloy wheels.

There were several other "S" models in the 924 line. The 1979 924 S included much of the same as the 1980 Turbo S with the exception of the '79 using 15" wheels and the steering ratio didn't change. Lastly, there was the '87-'88 924S, which was really just a 944 with 924 fenders.