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1979 Porsche 924
| It was gradually becoming a true Porsche product. |
Inline four-cylinder, 40° tilt to the right, 1984 cm³, 86,5 mm * 84,4 mm, compression ratio, 7,5 : 1, engine control OHC (toothed belt), mixture preparation, K-Jetronic, charging, turbocharger,
torque, 245 Nm at 3500 rpm, 125/130 kW (170/177 HP) at 5500 rpm, front engine, longitudinal, Transaxle principle, five-speed, body, hot-dip galvanized, wheelbase 2.400 mm, length 4.213 mm, width 1.685
mm, height 1.270 mm, McPherson spring strut axle, front, coil springs, semi-trailing arm rear, torsion bar springs, steering, gear rack, brakes f/r, disks, ventilated, tyres, 185/70 VR 15 (6''), kerb weight 1180 kg + driver,
tank capacity, 66 liters, approx. 225 km/h, manufactured, 1979 - 1982.
After three years of production in Neckarsulm, what had changed with the Porsche 924? The engine Porsche had planned for the 924 wasn't ready yet. However, the existing too could not simply be carried over
with the addition of a turbocharger.
First of all, the compression ratio had to be reduced from 9.3 to 7.5:1. Only then was the KKK 26 possible with a boost pressure of 0.7 bar. It was mounted on the left side, that is, the passenger side of the
engine, as close as possible to the exhaust manifold.
Of course, that was quite a distance to the intake side on the right. The generator and servomotor for the pop-up headlights had to be relocated. The K-Jetronic remained essentially unchanged. The amount of
oil was increased from 5.0 to 5.5 liters.
Another new feature was the special aluminum cylinder head containing silicon. They took the opportunity to redesign the combustion chambers and install larger exhaust valves. With the introduction of transistor ignition,
the system became maintenance-free, and the spark plugs were also adapted for their new role.
The K-Jetronic apparently needed to be able to deliver more fuel and was equipped with a second feed pump; in the K-Jetronic, both pumps also intake manifold injection pumps. However, the hot-start problem wasn't
solved until much later. It wasn't exactly easy to squeeze an additional 33 kW (45 PS) out of a two-liter engine.
And that's not all. More air was needed, for example, for the oil cooler and the brakes, which now also feature disc brakes in the rear instead of drum brakes. There was also a NACA air intake on the right side of the hood.
But that still didn't make the 924 Turbo distinctive enough.
The four rectangular openings at the front, between the headlights, were particularly striking. Connoisseurs also noticed the five wheel bolts instead of four, a feature that once distinguished the VW-Porsche 914 from the
914/6.
The black surrounding rear spoiler looked fairly decent, but it did reduce the car's potential top speed slightly. Overall, it came very close to the 911 SC in terms of performance, and that considering a difference in purchase
price of approximately 17,000 DM.
There were even attempts to turn the coupe into a targa. After all, as 911 SC it was about 3,000 DM more expensive. But I ended up with just one. At least there was a roof insert that could be stowed in the luggage
compartment.
For Porsche, the 924 Turbo was, in a sense, the company's entry into motorsports with this class of vehicle. But you can't really tell just by looking at it that Porsche would ever take its development all the way to the 924 GTP
Le Mans with 300 kW (420 PS).
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