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Ferdinand Porsche
Short story
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Engine data

Porsche 924

Porsche 924
EngineIn-line four-cylinder
Displacement1984 cm³
Bore * stroke86,5 * 84,4 mm
Compression9,3 : 1
ValvetrainOHC (cambelt)
Mixture preparationK-jetronic
Torque165 Nm at 3000 rpm
Performance92 kW (125 hp) at 5800 rpm
DrivetrainFront engine with rear drive
TransmissionFour-speed, three-speed, automatic (from 1976)
BodyHot galvanized
Wheelbase2.400 mm
Length4.213 mm
Width1.685 mm
Height1.270 mm
Drag coefficient0,36
Suspension frontMcPherson strut, coil springs
Suspension rearSemi-trailing arm, torsion bar spring
SteeringGear rack
Brakes f/rDisc, internally ventilated, drum, dual-circuit, brake booster
Tyres165 HR 14 (5,5")
Weight1080 kg + driver
Payload320 kg
Tank capacity66 liter
Top speedApprox. 200 km/h
Period of manufacture1976 - 1988
Sales price23.000 DM
Electrics12 V/ 45 Ah/ 1050 W

It establishes a new series of Porsche, which will continue later in the 944 and 968. Originally, developed as EA 425 for the VW-factory, it lands on the developers feet, together with the condition, to produce the car in the Audi plant in Neckarsulm. At VW, one made namely during the development period sobering experiences of the 914. In addition, the concern is in deep crisis and for the first time, the world must deal with a strong increased cartel oil price. Porsche takes over the project completely. Therefore, the purchase price is only to call cheap in relation to other Porsche models.

All this technology originates from the VW-shelf, the engine e.g. originally from Audi. Of interest is the transaxle-construction which links the car with the bigger brother, the 928. The clutch remains in the front engine, the rear transmission, however, comes from the Audi front wheel drive. The second clutch bell is maintained, in order to adjust from autumn 1976 the converter for the automatic of Audi. For this case the front clutch would be dropped. Unfortunately the rear clutch, in the case of a manual transmission empty bell housing costs height, which becomes noticeable in a fairly high load floor.

Otherwise, you can arrange quite a good relationship to the car after paying the purchase price. It is said, to be styled not so good. Particularly the side view bothers some aesthetes. You can see once again that design is a matter of taste. I think, compared to the 914 he comes off quite well. And of course, both companies always must keep an eye on the American buyer, because without him such a project did not finance. Of course, the car is driven as soon as possible in higher performance classes, to justify the increase of the purchase price. The question is, wether it looks better as a 944 or 968?

The transaxle concept is sponsored by Porsche exceptionally, but it offers a way out of the impasse of the air-cooled rear engine, without having to remorse to other manufacturers with front engine/rear-wheel drive design. In addition to better weight distribution are argued with vibration-related advantages. Engine, cardan shaft in a connecting pipe and transmission together with the exhaust system form a fixed entity in which even included is the battery left behind. The whole attachement can decouple vibration technically better, also the rigidly guided circuit is cheaper and in case of an accident, the engine block does not penetrate the passenger compartment, but takes even more energy.

But the 924 is not characterized by particularly low level of the vehicle drive. But it shines with an even torque. The engine comes from the LT and is intended primary for upcoming Audi-sedans. Porsche engineers makes it with higher compression and K-Jetronic someone roadster capable. It remains however, a broad usable speed range, and in the light of at the time of its construction rampant oil price crisis, it becomes a small transmission ratio. Therefore it reaches consumption levels between 7 and 13 litres/100km. Also contributes to this the excellent aerodynamics for that time. Of course, then the top speed is a bit higher than the previous 914-base-models.

Not mentioned yet was the advantage of the quite well-strained input axle, while decoupling of drive and steering coevally. Therefore, from the suspension are to expect only positive messages. It is neutral and not easily to upset, and without the dreaded 914 spinning apitude, although good resilient until noisy vices. It descends in sum from the good lying concern limousines Golf and 1302/3. Only the brakes are blamed for the drums back, but would have fit for a VW sports car, because at that time almost would have come in consideration only the expensive discs with integrated parking brakes as hand wheels with drum brakes. Perhaps the VW fan with the limited purse has to regret later that the VW boss Rudolf Leidung the car has been postponed to Porsche.

Whith the body one has given special care. Well, that it is applied here at the outset the galvanizing of the other Porsche-types, even if this probably should be damaged pretty by various modifications to the later much more powerful 944s. If one does not and can fix a possible accident damage at an approved garage, will receive the for this time period remarkable guarantee of 6 years perforation corrision of the undercarriage. In addition, the rear hood completely made from glass, is in a way designed, that they must not be replaced with lighter rear-end collisions, which equals a more favorable classification for the insurance. In this spirit, the front fenders are bolted on. 10/10