>>Porsche 914-6 GT

Porsche 914-6 GT

Porsche 914-6 GT

Manufacturer	Porsche
Production	1970 – 1972
Predecessor	Porsche 912
Successor	Porsche 924
Class	Sports car
Body style	Targa Coupe
Layout	Mid engined
Engine	2.0 L flat-6
Related	Porsche 914

The Porsche 914-6 GT was a race car built and sold collaboratively by Volkswagen and Porsche.

History

The Porsche 914 was introduced in September 1969 as a collaborative effort between Porsche and Volkswagen to produce a sporty car. The car they came up with was a mid-engined vehicle with seating for two and featured a targa top. A 4-cylinder boxer engineprovided the power. Volkswagen needed a vehicle to replace the aging Karmann-Ghiawhile Porsche was looking for another option to add to their line up. The 914 in Europe were badged as Volkswagen/Porsche, while all 914's sold in North America were sold as Porsches.

The car sits very low and the suspension was a combination of a 911-type torsion bar front suspension with a rear coil spring suspension. The headlights hide in the hood and pop-up when needed. The targa top can be stored in the trunk.

The horizontally opposed flat-four engine is mid-mounted and was produced with different displacements; 1.7, 1.8 or 2.0 liter. The 1.7 liter engine produced 80 hp (60 kW), the 1.8 produced 79, and the 2.0 liter engine produced 95. A five-speed manual gearbox was standard equipment on all models.

The 914/6 was short lived with only 3360 examples produced between 1970 and 1972. All featured the 2.0 liter flat-six engine. It was raced using different engine configurations. This included the 'T' specification, which was basically a stock 911 engine. Another popular configuration was to use a converted Carrera 6 engine.

In 1970 Porsche entered a 914/6 GT in the grueling 24 hours of Le Mans race. It finished 6th overall and won its class. This was only one chapter in the vehicle's extensive racing career, which continues even to this day.

>>Porsche 914

Porsche 914

Porsche 914 Manufacturer Porsche (Type 914/6) Karmann (Type 914/4) Also called VW-Porsche 914 Production 1969–1976 118,978 produced 914/4: 115,646 914/6: 3,332 Assembly Stuttgart-Zuffenhausen, Germany Osnabrück, Germany (VW-Porsche) Predecessor Porsche 912 Successor Porsche 924 Class Sports car Body style Targa Coupe Layout Rear mid-engine, rear-wheel drive Engine 1.7 L H4 1.8 L H4 2.0 L H4 2.0 L H6 Wheelbase 2,450 mm (96.5 in) Length 3,985 mm (156.9 in) Width 1,650 mm (65.0 in) Height 1,230 mm (48.4 in) Curb weight 940 kg (2,100 lb)−995 kg (2,190 lb) Related Porsche 914-6 GT

The Porsche 914 or VW-Porsche 914 is a mid-engined, targa-topped two-seat roadster designed, manufactured and marketed collaboratively by Volkswagen andPorsche from 1969 to 1976.

History

Development

By the late 1960s, both Volkswagen and Porsche were in need of new models; Porsche was looking for a replacement for their entry-level 912, and Volkswagen wanted a new range-topping sports coupe to replace the Karmann Ghia. At the time, the majority of Volkswagen's developmental work was handled by Porsche, part of a setup that dated back to Porsche's founding; Volkswagen needed to contract out one last project to Porsche to fulfill the contract, and decided to make this that project. Ferdinand Piëch, who was in charge of research and development at Porsche, was put in charge of the 914 project.

Porsche 914 and the car it replaced at the top of VW's line, the Type 34 Karmann Ghia

Originally intending to sell the vehicle with a flat four-cylinder engine as a Volkswagen and with a flat six-cylinder engine as a Porsche, Porsche decided during development that having Volkswagen and Porsche models sharing the same body would be risky for business in the American market, and convinced Volkswagen to allow them to sell both versions as Porsches in North America.

On March 1, 1968, the first 914 prototype was presented. However, development became complicated after the death of Volkswagen's chairman, Heinz Nordhoff, on April 12, 1968. His successor, Kurt Lotz, was not connected with the Porsche dynasty and the verbal agreement between Volkswagen and Porsche fell apart.

In Lotz's opinion, Volkswagen had all rights to the model, and no incentive to share it with Porsche if they would not share in tooling expenses. With this decision, the price and marketing concept for the 914 had failed before series production had begun. As a result, the price of the chassis went up considerably, and the 914/6 ended up costing only a bit less than the 911T, Porsche's next lowest price car. The 914/6 sold quite poorly while the much less expensive 914-4 became Porsche's top seller during its model run, outselling the Porsche 911 by a wide margin with over 118,000 units sold worldwide.

The unique rear of the Porsche 914

Design evolution

Volkswagen versions originally featured an 80 hp (60 kW) fuel-injected 1.7 L flat-4 engine based on the Volkswagen air-cooled engine. Porsche's 914/6 variant featured a carbureted 110 hp (82 kW) 2.0 L flat-6 engine from the 1969 911T, placed amidships in front of a version of the 1969 911's "901" gearbox configured for a mid-engine car. Karmann manufactured the rolling chassis at their plant, completing Volkswagen production in-house or delivering versions to Porsche for their final assembly.

914/6 models used a similar suspension and brakes to the 911, giving superior handling and braking superiority over the 4-cylinder Volkswagen models along with higher power output. A Volkswagen-Porsche joint venture, Volkswagen of America, handled export to the U.S., where both versions were badged and sold as Porsches. The four-cylinder cars were sold as Volkswagen-Porsches at European Volkswagen dealerships.

Slow sales and rising costs prompted Porsche to discontinue the 914/6 variant in 1972 after producing 3,351 of them; its place in the lineup was filled by a variant powered by a new 95 hp (71 kW) 2.0 L, fuel-injected version of Volkswagen's Type 4 engine in 1973. For 1974, the 1.7 L engine was replaced by a 76 hp (57 kW) 1.8 L, and the new Bosch L-Jetronic fuel injection system was added to American units to help with emissions control. 914 production ended in 1976. The 2.0 L flat-4 engine continued to be used in the 912E, which provided an entry-level model until the 924 was introduced.

The 914 was Motor Trend's Import Car of the Year for 1970.  A 914/6 piloted by Frenchmen Claude Ballot-Lena and Guy Chasseuil won the GTS class and finished sixth overall at the 1970 24 Hours of Le Mans.

Chart of 914 development

Porsche 914 road vehicle history of 1969 to 1976
Model	Power	1960s										1970s
		0	1	2	3	4	5	6	7	8	9	0	1	2	3	4	5	6	7	8	9
914
914/4	59 kW/80 PS
914/6	81 kW/110 PS
914 1.7	59 kW/80 PS
914 1.8	56 kW/76 PS (USA); 63 kW/85 PS (RoW)
914 2.0	70 kW/95 PS (USA); 74 kW/100 PS (RoW)
914 2.0 (only in US)	65 kW/88 PS

Prototypes

Two prototype 914s, dubbed 914/8, were built during 1969. The orange 914/8 was the first constructed, at the instigation of Ferdinand Piëch (then head of the Racing Dept), to prove the concept. Powered by the full-blown, 310 hp (222 kW) 908 [flat-8] racing engine, it was based on a surplus 914 handbuilt development prototype bodyshell (chassis no. 914111), hence the many differences from the standard vehicle (e.g., the quad headlights). The second, silver, road-registered car, powered by a carburetted and detuned 908 race engine making 260 hp (194 kW) was then prepared as a gift to Ferry Porsche on his 60th birthday. Also based on a spare prototype shell (chassis no. 914006), it was much closer to the standard car in detail. By all accounts Ferry didn't like the car very much and it sits in the Porsche Museum. Neither car saw a racetrack except for the purposes of testing. The 914/8 was not considered for production as a regular model. Another factory prototype, a 914/6 (chassis no. 914114) surfaced in the US in 2001. Together with a surviving prototype Sportomatic 914/6 (chassis no. 914120), reputedly in Southern Germany, they form a unique and fascinating piece of Porsche history.

Planned for the 1972 model year, the Porsche 916 program was cancelled after eleven prototypes with aerodynamic front and rear bumpers and either the 2.4 engine from the 911S, or the 2.7 from the Carrera. They were also to have a fixed steel roof, wider wheels, double grilled engine lid, and flared fenders as styled from the 914-6 GT cars. Ventilated disc brakes were fitted to all four wheels, and also a "mid-engined" version of the then-new 915 transmission, giving a conventional shift pattern with 1 to 4 in an H and fifth out on a limb. One 916 was built to US specs and on delivery to the USA was fitted with air conditioning by the dealer (Brumos).

Technical information

Chassis numbers

Porsche 914 chassis numbers from 1970 to 1976
Year	914/4	914/6	916
1970	4702900001 – 4702913312	9140430001 – 9140432668
1971	4712900001 – 4712916231	9141430001 – 9141430443	9141430195
1972	4722900001 – 4722921580	9142430001 – 9142430260	9142330011 – 9142330020
1973	4732900001 – 4732927660
1974	4742900001 – 4742921370
1975	4752900001 – 4752911368
1976	4762900001 – 4762904100

Model year changes

Over the six model years, Porsche made a number of changes to the 914. Some of these changes were cosmetic and others were in response to changing crash protection standards. From 1970 to 1974, the 914 was offered with chrome or painted bumpers. In early 1970, rear bumpers were produced with a straight crease on either side of the license plate indent. Between 1970 and 1972, both front and rear bumpers were smooth without bumper guards. In 1973, bumper guards were added to the front of the car. In 1974, guards were also added to the rear bumper. In 1975 and 1976, the chrome or painted bumpers were replaced with heavy, rubber-covered units.

The headlight surrounds were white from the first 914s to mid-production of 73 and subsequently black. Cars produced up to early 1972 had a fixed passenger seat and a removable passenger footrest. Later cars featured a movable passenger seat. Other interior differences included changing vinyl designs, gauge appearance, and air vent configurations in the dash.

State of the 914 fleet today

A well-preserved 914 on public display

Estimates of the number of surviving 914s vary widely. Many 914s with serious but repairable damage were salvaged over the years because cost of a new chassis was relatively inexpensive compared to the cost and availability of repair parts. Many cars were cut up over the years with the purpose of saving other cars. The increasing scarcity of clean cars is driving up the value of the model. Probably the best estimate is from the different enthusiast organizations who are constantly gathering data, and one of them currently estimates the remaining numbers to be at approximately 42,000

While the 914 has been out of production for almost 35 years, many repair parts are still available. In large part, this is due to small companies which specialize in 914 parts and many enterprising enthusiasts who make small runs of parts to support the community. While a few parts are considered scarce and expensive (such as US-spec rear turn signal lenses (only available in the reproduction market) and D-Jetronic Manifold Pressure Sensors (only available in rebuilt), most are available from a variety of mail-order sources while still others are tooled and manufactured. Due to its nimble handling and the relatively low purchase cost of a basic 914, the "poor man's" Porsche of the 1970s has become the poor man's weekend racing car on amateur racing circuits.

Some enthusiasts see the 914 as a blank canvas upon which to create their own automotive dreams. Owners have modified the original four-cylinder motors to upwards of 170 hp (127 kW). Some owners instead choose to swap different engines into the 914's sizeable engine bay. These swaps include Volkswagen turbodiesels, 911 engines (following in the footsteps of the much sought after 914/6), Corvair air-cooled sixes, and the small-block Chevy V8. Recently, swaps of Subaru engines have gained popularity among the non-Porsche purists. The 914 has also become the foundation for an electric vehicle conversion kit.

Body modifications are another popular way to personalize a 914. Some of these are simple, such as bolting on fiberglass bumpers that aid the 914 into morphing into a look of the 916 prototype. Some modifications are more extensive, such as installing steel or fiberglass fender flares resembling the rare 914/6 GT. Some involve completely changing the appearance of the car, often to resemble some other mid-engine car, such as the Porsche 904 or the Ferrari Testarossa. And still others produce a style all their own such as the Mitcom Chalon, which marries the slant nose appearance of the Porsche 935 with flared fenders that maintain the distinctive 914 rear end. A fiberglass kit inspired by the Porsche 904, dubbed the 9014, was designed as a way to save a derelict 914 too expensive to repair by conventional methods. Increased 914 values over the years have made 914s more practical to restore.

Limited editions

"Bumblebee" (black) 914 LE

In 1974, Porsche produced a number of special edition cars for the US market, equipped with unique color schemes and decals. It is estimated that about 1,000 of these units were produced, about 50% Bumblebee and 50% Creamsicle.

The Creamsicle: With a cream color exterior (paint code U2V9), these cars sported Phoenix red decals, rocker panels, bumpers, and Mahle wheels. This light ivory color scheme concept carried over from the 1973 911 Carrera RS series.

The Bumblebee: Featuring a black exterior (paint code L041), these cars sported Sunflower yellow (paint code L13K) negative Porsche decals, rocker panels, bumpers, Mahle wheels, and a specially designed front spoiler. Black body paint color was always an additional cost special option on standard 914 Porsche cars, but was included as a standard component on the black 914 LE cars. All but one photo of the 914 Porsche Can Am prototype cars are Bumblebee cars. The black-based 914 LE color scheme is unique to the 914 LE cars and has no precedent with the Can Am race cars or the 1973 911 Carrera RS series cars. The majority of 914 Limited Editions seem to be Bumblebees.

Additionally, all Limited Editions were equipped with front and rear anti sway bars, dual horns, foam covered steering wheel, driving lights, anodized rear roll bar chrome, and a center console with an oil temperature gauge, clock, and voltmeter.

Another scheme, the Grasshopper (Light Ivory (L80E) body / Green accent) was never formally offered as a Limited Edition, but derived from the variety of stripe colors the Porsche dealers offered at the time. Factory records verify that the color scheme was never produced^.

>>Porsche 924

Porsche 924

Porsche 924

Manufacturer	Porsche AG
Production	1976–1988
Predecessor	Porsche 914
Successor	Porsche 944
Class	Sports car
Body style	2+2 coupé
Layout	FR layout
Engine	2.0 L, 2.5 L water-cooled I4
Length	924 4,200 mm (165.4 in)
Width	924 1,685 mm (66.3 in)
Height	924 1,270 mm (50.0 in)
Curb weight	924 1,080 kg (2,381 lb)
Designer	Harm Lagaay (Porsche AG)

The Porsche 924 is an automobile produced by Porsche AG of Germany from 1976 to 1988. A two-door, 2+2 coupé, the 924 replaced the 914 as the company's entry-level model, and was the model that finally retired the 912. In production terms, the 924 was the first Porsche model powered by a water-cooled, front-mounted engine although the similarly configured 928 was designed first. The front-engine, rear wheel drive arrangement was normal for most other manufacturers, but it was unusual for Porsche having previously only used mid- or rear-mounted engines of a boxer configuration, all of which had been air-cooled. It was the first Porsche to be offered with a fully automatic transmission.

The first official appearance of the 924 took place in November 1975 (as a press launch rather than a motorshow appearance) at the harbour at La Grande Motte, Camargue in the south of France. The model was a success and not only helped to take Porsche out of financial ruin, but created the revenue stream needed to continue building and developing the 911. The 924 was replaced by the 944 in 1983 in the U.S. market, but continued to be produced until 1985 for other markets.

For the 1986 to 1988 model years the car acquired the powerplant from the 944 model and became the Porsche 924S.

History

The 924 was originally intended to be Volkswagen's flagship coupé sports car and was dubbed "Project 425" during its development. At the time, Volkswagen lacked an internal research and design division, and Porsche was doing the bulk of the company's development work, per a deal that went back to the 1950s; in keeping with this history, Porsche was contracted to develop a new sporting vehicle with the caveat that this vehicle must work with an existing VW/Audi I4 engine. Porsche chose to stick a rear wheel drive layout and a rear-mounted transaxle for the design to help provide 48/52 front/rear weight distribution; this slight rear weight bias aided both traction and brake balance.

1977–1982 Porsche 924 (Australia)

The 1973 oil crisis, a series of automobile-related regulatory changes enacted during the 1970s and a change of directors at Volkswagen made the case for a Volkswagen sports car less striking and the 425 project was put on hold. After serious deliberation at VW, the project was scrapped entirely after a decision was made to move forward with the cheaper, more practical, Golf-basedScirocco model instead. Porsche, which needed a model to replace the 914, made a deal with Volkswagen leadership to buy the design back.

The deal specified that the car would be built at the ex-NSU factory in Neckarsulm located north of the Porsche headquarters in Stuttgart, the Volkswagen employees would do the actual production line work and that Porsche would own the design. It became one of Porsche's best-selling models, and the relative cheapness of building the car made it both profitable and fairly easy for Porsche to finance.

The original design used an Audi-sourced four-speed manual transmission for the 924 mated to VW's EA831 2.0 L I4 engine, subsequently used in the Audi 100 and the Volkswagen LT van (common belief is that the engine originated in the LT van, but it first appeared in the Audi car), as well as in the AMC Gremlin, Concord, and Spirit. The engine used Bosch K-Jetronic fuel injection, producing 95 horsepower (71 kW) in North American trim. This was brought up to 110 horsepower (82 kW) in mid-1977 with the introduction of a catalytic converter, which reduced the need for power-robbing smog equipment. The four-speed manual was the only transmission available for the initial 1976 model. An Audi three-speed automatic was offered starting with the 1977.5 model.

European models, which did not require any emissions equipment, made 125 hp (93 kW). They also differed visually from the US spec model by not having the US cars' low-speed impact bumpers and the round reflectors and side-marker lamps on each end of the body.

A five-speed transmission, available in normally aspirated cars (type 016) starting in 1979 and standard on all turbos (type g31), was a dog-leg shift pattern Porsche unit, with first gear below reverse on the left side. This was robust, but expensive due to some 915 internal parts, and was replaced for 1980 with a normal H-pattern Audi five-speed on all non-turbo cars. The brakes were solid discs at the front and drums at the rear. The car was criticized in Car and Driver magazine for this braking arrangement, which was viewed as a step backward from the 914's standard four-wheel disc brakes. However, four-wheel disc brakes, five stud hubs and alloys from the 924 Turbo were available on the base 924 as an "S" package starting with the 1980 model year. Also, standard brakes could be optioned on the turbo as a cost-saving measure.

The overall styling was created by Dutchman Harm Lagaay, a member of the Porsche styling team, with the hidden headlights, sloping bonnet line and grille-less nose giving the car its popular wedge shape. The car went on sale in the USA in July 1976 as a 1977 model with a base price of $9,395. Porsche made small improvements to the 924 each model year between 1977 and 1985, but nothing major was changed on non-turbo cars. Turbo charged variants received many different, non-VW sourced parts, throughout the drive train, and when optioned with the m471 disc brake package and forged 16" wheels, the car was twice as expensive as a standard model.

J. Pasha, writing in Excellence magazine, at the time, described the 924 as "the best handling Porsche in stock form".

While the car was praised for its styling, handling, fuel economy, and reliability, it was harshly written up in the automotive press for its very poor performance, especially in its US spec cars. With only 95-110 hp, rapid acceleration was simply not an option, but the Porsche name carried with it higher expectations. When the 924 turbo models came out, Car and Driver magazine proclaimed the car "Fast...at Last!" The later 924S had performance on par with the turbo, but at much improved reliability, and less cost. The 81 and 82 Turbos and the associated special variants are garnering interest in collector circles; and while many still exist, excellent examples of the cars are quite scarce as of 2009.

Production

924

Model Year	Production	Rest of World	USA	Japan
1976	5145	5144	1120
1977	25596 *	17675	7496	425
1978	21562	9474	11638	450
1979	20619	10475	9636	508
1980	12794 †	9094	3700
1981	11824 ‡	9669	2155
1982	10091	7814	2277
1983	5785	5785
1984	4659	4659
1985	3214	3214
Total	121289	83004	36902	1383

* includes 3000 special edition "Martini" cars
† includes 1030 special edition "Le Mans" cars
‡ includes 1015 special edition "50 Jahre Porsche/Weissach" cars.

924 Turbo (931 LHD, 932 RHD)

Model Year	Production	Rest of World	US	Japan
1979	2932	1982	950
1980	5243	1803	3440
1981	3312	1783	1529 *	1529 *
1982	1819		876	943
1983	310	310 †
Total	13616	5568	6795	943

* sum total of cars brought into US and Japan
† cars brought only into Italy

924 Carrera GT (937/938)

Model Year	Production	Germany	UK	Rest of World	Notes
1980	406	200	75	131	includes prototypes

924S

Model Year	Production	Rest of World	US	Notes
1986	3536	3536
1987	8940	1993	6947
1988	4193	2003	2190	production ended September 1988
Total	16669	7532	9137

There was also a sport package for the 924S, available for the ROW and U.S. market for which production data is stated below.

924 Special Production

Model Year	Type	Production	Notes
1978	924 Rallye Turbo	4	One of these models the first 924 to be bought into Australia and is located in Queensland under private ownership. It was first seen at Motor shows then converted and driven in the 1979 Repco Reliability Trials
1979	924 Rallye Turbo	1
1979	924 SCCA	16	for US market
1979	924 Group 4	1	built up from street car
1980	924 Le Mans GTP	4
1981	924 Carrera GTS	59	15 were Club Sport with cage, etc.
1981	924 Carrera GTR	17
Total		101

924 Turbo

Walter Röhrl's 1981 924 Carrera GTS driven during the 2008 Rallye Deutschland.

Porsche executives soon recognised the need for a higher-performance version of the 924 that could bridge the gap between the basic 924 and the 911s. Having already found the benefits of turbochargers on several race cars and the 1975 911 Turbo, Porsche chose to use this technology for the 924, eventually introducing the 924 Turbo as a 1978 model.

Porsche started with the same Audi-sourced 2.0 L I4, designed an all new cylinder head (which was hand assembled at Stuttgart), dropped the compression to 7.5:1 and engineered a KKK K-26 turbocharger for it. With 10 psi (69 kPa) boost, output increased to 170 horsepower (130 kW). The 924 Turbo engine assembly weighed about 65 lb (29 kg) more, so front spring rates and anti-roll bars were revised. Weight distribution was now 49/51 compared to the original 924 figure of 48/52 front to rear.

In order to help make the car more functional, as well as to distinguish it from the naturally aspirated version, Porsche added a NACA duct in the hood and air intakes in the badge panel in the nose, 15-inch spoke-style alloy wheels, four-wheel disc brakes with 5 stud hubs and a five-speed transmission. Forged 16" flat wheels of the style used on the 928 were optional, but fitment specification was that of the 911 which the 924 shared wheel offsets with. Internally, Porsche called it 931 (left hand drive) and 932(right hand drive), much like the 911 Carrera Turbo, which had been "Type 930". These designations are commonly used by 924 aficionados.

The turbocharged engine allowed the 924's performance to come surprisingly close to that of the 911 SC (180 bhp), thanks in part to a lighter curb weight, but it also brought reliability problems. This was in part due to the fact that the general public did not know how to operate, or care for, what is by today's standards a primitive turbo setup.

A turbocharger cooled only by engine oil lead to short component life and turbo-related seal and seat problems. To fix the problems, Porsche released a revised 924 Turbo series 2 (although badging still read 924 Turbo) in 1979. By using a smaller turbocharger running at increased boost, slightly higher compression of 8:1 and an improved fuel injection system with DITC ignition triggered by the flywheel, reliability improved and power rose to 177 horsepower (132 kW; 179 PS).

After a successful sales run of both naturally aspirated and turbo models, in 1980 Porsche surprised everyone and release the 924 Carrera GT, making clear their intention to enter the 924 in competition.

By adding an intercooler, increasing compression to 8.5:1 as well as various other little changes, Porsche was able to develop the 924 Turbo into the race car they had wanted, dubbing it the 924 Carrera GT.

A 924 Carrera GTR campaigned by GTi Engineering in 1982 and 1982.

Visually it differed to the 931 in that it had polyurethane plastic front and rear flared guards, a polyurethane plastic front spoiler, a top mounted air scoop for the intercooler, a much larger rubber rear spoiler and a flush mounted front windscreen. It lost the 931's NACA duct in the hood but retained the air intakes in the badge panel. This more aggressive styling was later used for as motivation for the 944.

In order to comply with the homologation regulations, the 924 Carrera GT and later 924 Carrera GTS were offered as road cars as well, producing 210 and 245 hp (157 and 183 kW) respectively. Clubsport versions of the GTS were also available with 280 hp (209 kW; 284 PS), a factory included Matter rollcage and race seats. 924 Carrera GT variations were known by model numbers937 (left hand drive) and 938 (right hand drive).

The ultimate development of the 924 in its race trim was the 924 Carrera GTR race car, which produced 375 horsepower (280 kW; 380 PS) from a highly modified version of the 2.0 L I4 used in all 924s. In 1980 Porsche entered three 924 GTRs at the 24hrs of Le Mans, which went on to finish 6th, 12th and 13th overall. In 1981 Porsche entered a 924 Carrera GTP which used a highly modified 2.5 liter I4, the same capacity as the forthcoming 944. This engine sported 4 valves per cylinder and a single turbocharger to produce 420 hp (313 kW; 426 PS). This last variant managed a 7th place overall finish and spent the least time out of any other car in the pits.

Production of the 924 Turbo ceased in 1982 except for the Italian market which lasted until 1984. This is due to the restrictions on engines larger than 2 liters, putting the 2.5 liter 944 into a much higher tax category.

924S

Porsche 924S in Guards Red.

In 1984 VW decided to stop manufacturing the engine blocks used in the 2.0 924, leaving Porsche with a predicament. The 924 was considerably cheaper than its 944 stablemate, and dropping the model left Porsche without an affordable entry-level option. The decision was made to equip the narrower bodied 924 with a slightly detuned version of the 944's 163 bhp 2.5 litre straight four, upgrading the suspension but retaining the 924's early interior. The result was 1986's 150 bhp 924S. Porsche also decided to re-introduce the 924 to the American market with an initial price tag of under $20,000.

1987 saw Porsche release the limited edition 924S Le Mans. Available only in Alpine White or Black, it had upgraded suspension and cosmetically upgraded interior and exterior. In Le Mans spec, the S' 2.5 litre engine produced an additional 10 bhp (7 kW; 10 PS), taking the total to 160. The Le Mans also came with an electric sunroof as standard (normally an option). A total of 980 924S Le Mans were manufactured during the 1987 model year; 813 cars in black (the only colour available for the US market) and 167 white cars.

In 1988, the 924S' final year of production, power increased to 160 bhp (119 kW; 162 PS) matching that of the previous year's Le Mans spec cars and the base model 944 (itself detuned by 3 bhp (2 kW; 3 PS) for 1988). This was achieved using different pistons which raised the S' compression ratio from 9.7:1 to 10.2:1, the knock-on effect being an increase in the octane rating, up from 91 RON to 95. This made the 924S slightly faster than the base 944 due to its lighter weight and more aerodynamic body.

In 1988 The Porsche 924s-SE was introduced, only 500 cars were produced and sent to the United States.

With unfavourable exchange rates in the late 1980s, Porsche decided to focus its efforts on its more upmarket models, dropping the 924S for 1989 and the base 944 later that same year.

924S Special models

88 924S SE and LeMans, aka Club Sport editions.

Only 980 Club Sport option cars were built in total.

500 units for USA. Option code was M756. LSD, Sunroof rear rock guard were optional, 15x6 phone dials, manual windows and locks, standard M030 suspension. Came with a SE medallion.

250 GER 200 black and 50 white cars

230 ROW 113 black and 117 white

ROW Paint finishes and interiors were only offered in two colour choices - Alpine White with Ochre/Grey detailing or Black with Turquoise detailing.

US was black only with optional SE Edition decal.

ROW The exterior side stripes were broken by scripted ‘LE Mans’ logos on the lower part of the door, while the rims of the holes in each wheel were in the appropriate Ochre or Turquoise. Inside, the cars featured sports seats.

ROW Upholstery was grey/ochre striped flannel cloth with ochre piping for Alpine White cars, or grey/turquoise with turquoise piping for Black cars.

US Interior was gray with maroon pinstriping, and maroon carpeting (upholstery is weak fabric and does not hold up to sun).

All the cars had the 360 mm (14 in) steering wheel, with, as a final flourish, the cloth door panels colour-coded to match the detail colours. All cars came with a 160 BHP engine plus an electric tilt/removable sunroof fitted as standard. It was also lowered 10 mm (0.39 in) at the front and 15 mm (0.59 in) at the rear, and fitted with stiffer springs and gas-filled shock absorbers all round. It was further given sport anti-roll bars with diameters of 21.5 mm (0.85 in) at the front but 20 mm (0.79 in), rather than 14 mm (0.55 in), at the rear. Wheels were ‘telephone dial’ cast alloy 6J x 15 at the front and 7J x 15 (at the rear).

The Porsche 924 and motorsport

The 924 has its own racing series in the UK run by the BRSCC and Porsche Racing Drivers Association. The Porsche 924 Championship was started in 1992 by Jeff May who was championship coordinator until his death on 10 November 2003. May was also one of the founding members of Porsche Club Great Britain. In the United States, the 924S is also eligible to race in the 944-Spec racing class.

Collector Significance

The number of cars built in the 924 family, over 152,000, means availability for the automobile collector community. The special variant cars (924 Turbo, 924 Carrera GT, and 924S) have higher survival rates. The early year cars are not held in high regard due to their low power, primitive engineering/construction, and propensity to corrosion. Problems include poor accident repair and leaky batteries. There are a number of enthusiast clubs.