Guide: Porsche 924
Background
In early 1972, Volkswagen signed an agreement with Porsche to collaborate on the development of a new flagship Coupe for the Wolfsburg company.
Design and development of the new Type 477 (codenamed EA435) would be handled by Porsche. Finance was supplied by Volkswagen who would also assemble the car.
Porsche and Volkswagen had a long history of working together; in September 1949, Ferry Porsche signed an initial 20 year agreement with Volkswagen’s General Manager, Heinz Nordhoff, that saw the Porsche company retained for design consultation.
This contract was subsequently extended and in 1969 the VW-Porsche 914 was launched.
A few months after the mid-engined 914 went on sale, Volkswagen decided to commission an even higher volume model. The 914’s replacement would adopt a more conventional front-engined 2+2 configuration and be badged exclusively as a Volkswagen. It would also be predominantly based on readily available parts from existing Volkswagen models.
Volkswagen reasoned that such a car, complete with water-cooled engine and more practical layout, would sell in far greater numbers than the 914.
However, in late 1974 (two-and-a-half years after Volkswagen gave the green light), the project was cancelled. An already difficult economic climate had been made much worse with the onset of the Oil Crisis. The ongoing drama saw sales of gas guzzling sports cars suffer a huge drop and Volkswagen decided to create the more frugal Golf-based Scirocco instead of the Type 477.
By this stage, eight Type 477 prototypes were up and running and Volkswagen had invested around $50m in the project.
Fortunately for Volkswagen, Porsche stepped in and bought the rights to the Type 477 themselves. With the 914 nearing the end of its production life, the Type 477 represented an opportunity to offer an entry level model that could sell well in economically challenging times.
Porsche paid $40m and, as they did not have the production facilities to build the car themselves, signed a deal that would see construction take place at Audi’s Neckarsulm plant. The arrangement proved to be very good business for both companies.
Development thereafter proceeded rapidly.
Importantly, the Type 477 was enhanced to the specification expected by Porsche customers. The Volkswagen-Audi Type EA831 two-litre inline four cylinder engine was reconfigured to incorporate a Porsche-designed cylinder head and Bosch K-Jetronic fuel-injection. The brakes, suspension and equipment level was also enhanced.
During the summer of 1975, around 100 pre-production cars rolled out of the Neckarsulm plant for assessment.
The new Porsche 924 was subsequently launched during a press event at La Grande Motte harbour in Camargue during November 1975. Production got underway that same month.
Chassis
The 924 was based around a unitary steel bodyshell with a 2400mm wheelbase. The engine was mounted at a 40° angle to allow the lowest profile hood.
Through careful design and the adoption of a transaxle layout, the 924 had a near perfect 53/47 weight distribution.
A 62-litre fuel tank was located above the rear axle.
The front suspension layout comprised MacPherson struts with lower wishbones, coaxial coil springs and shock absorbers. At the rear were transverse torsion bars with semi-trailing arms and shock absorbers.
A servo-assisted dual circuit brake system incorporated 256.5mm solid discs with a steel single piston caliper up front and 228.6mm drums at the rear.
Initially, the only wheels available were 5.5 x 14-inch ventilated steel rims.
Engine / Gearbox
The 924’s front longitudinally mounted engine was a water-cooled inline four with a cast-iron block and light alloy single overhead camshaft head with two valves per cylinder. It displaced 1984cc thanks to a bore and stoke of 86.5mm and 84.4mm respectively.
Because of the mounting angle, a special heavily-finned cast aluminium sump pan had to be manufactured.
Compression was set at 9.3:1 and Bosch K-Jetronic fuel-injection was employed.
Peak output was 123bhp at 5800rpm and 121lb-ft at 3500rpm.
To maximise cockpit space, Porsche opted for a transaxle layout with the gearbox mounted on the rear axle line as opposed to directly behind the engine.
Audi’s 088 four-speed manual gearbox was imported (albeit with special ratios). Transmission was through a single-plate cable-operated clutch.
Bodywork
In its transition from Volkswagen to Porsche product, and after much time spent in the wind tunnel, the 924’s lines became less rounded as it took on a soft wedge profile.
At the leading edge of the long hood was a plunging nose that featured a first for Porsche: pop-up headlights. Small vertical black rubber bumperettes were mounted either side of the licence plate. At the bottom of the front apron was a discrete lip spoiler centred above which was a rectangular intake aperture complete with a bank of horizontal cooling vanes.
The aprons at either end of the car were formed from fibreglass and mounted on deformable structures attached to the body. The rest of the body panels were steel and the front fenders bolted into place as per the 911.
A five-window cockpit featured a steeply raked windscreen, teardrop profile and large lift-up rear screen that gave access to the generous luggage area. The rear three quarter windows were fixed in place.
Fortunately, cheap parts sourced from Volkswagen were limited to the door mirror and exposed cog-type fuel fuel cap.
Interior
Despite myriad improvements in the Type 477’s transition to a Porsche automobile, the interior was perhaps the most obvious area that gave away the 924’s origins. To keep costs down, Volkswagen parts had been incorporated wherever possible.
The hard plastic dash was unchanged from the original Volkswagen proposal as all the tooling had already been created. Porsche added a centre console to give the car a more substantial feel.
The main instrument binnacle directly behind the cheap two-spoke plastic steering wheel housed three large dials. In the centre was a speedometer while off to the right was a rev counter. To the left was a combined fuel / water temperature gauge that also incorporated a host of warning lights.
At the top of the new centre console (underneath two fresh air vents) was an analogue clock, an oil pressure gauge and oil temperature gauge. These, along with the ventilation controls and audio system, were set within a plastic satin black fascia.
The heating and ventilation system, instrumentation, switchgear and controls were all sourced from Volkswagen.
High-backed front seats were imported from the Porsche 911.
The rear seats were only really suitable for children.
Upholstery was vinyl leatherette with a choice of fabric inlays.
After the buy out, Porsche upgraded the car with tinted glass, chrome window frames and better quality carpet.
Manual windows were standard.
Options
The list of optional extras included a large lift-out sunroof, a four-speaker stereo, tinted glass, a three-spoke 911-type steering wheel, fog lights, anti-roll bars (20mm front and 18mm rear), an emergency spare wheel, a tyre compressor, a rear wiper, headlight washers, a passenger-side exterior mirror, metallic paint and a Type 0-87 VW-Audi three-speed automatic gearbox.
Weight / Performance
Weight was 1080kg in both manual and automatic configurations.
The four-speed manual 924 had a quoted top speed of 124mph and 0-62mph time of 9.1 seconds. These figures dropped to 121mph and 11 seconds respectively if equipped with the three-speed automatic gearbox.
Alloy Wheel Option & End of 1976 Model Year
In January 1976, Porsche added eight-spoke 6 x 14-inch cast alloy wheels to the options list.
By the end of the 1976 model year, 5145 cars had been produced, all of which were left-hand drive.
1977 Model Year & USA Version
The most important development for the 1977 model year was the arrival of a US-legal 924.
Instead of fibreglass bumpers, these cars came with aluminium bumpers mounted on telescopic energy absorbing dampers. Big rubber inserts were added at either end along with large circular side marker reflectors on each fender.
Inside, several extra warning lights were added to the dash.
Two US-only option packs were offered. The first comprised 6 x 14 alloy wheels and a leather steering wheel. The second comprised a rear wiper, headlamp washers and passenger door mirror.
Unfortunately, to meet US environmental laws, the engine’s compression ratio had to be lowered from 9.3:1 to 8.0:1 and an array of smog equipment was installed. As a result, peak output dropped to 95bhp at 5500rpm and 109lb-ft at 3000rpm.
In addition to the rather anaemic US variant, Porsche ushered in a number of updates that were universally applied to all 1977 model year derivatives.
The load bearing and underbody areas of the bodyshell were now hot-dipped in zinc to protect them from rust. The fuel pump was moved to the right-hand side rear wing and a second fuel pressure accumulator was added.
Inside, a volt meter replaced the oil temperature gauge in the centre console.
Externally, rubbing strips were added down each flank.
In January 1977, air-conditioning was added to the options list.
From February 1977, US engines came with a higher 8.5:1 compression ratio, revised timing and a new camshaft. A catalyic convertor reduced the need for power-sapping smog equipment. Peak output rose to a more respectable 110bhp at 5750rpm and 111lb-ft at 3500rpm.
Production of right-hand drive cars began in March 1977.
By the end of the 1977 model year, Porsche had completed 25,596 examples of the 924. This figure comprised 17,675 Rest of World cars, 7496 for the USA and 425 for Japan.
924 Martini Edition
To celebrate Porsche’s victorious 1976 World Sportscar Championship campaign (the firm’s fourth such title), a limited run of 3000 Martini Edition cars were produced during the 1977 Model Year.
Manufactured between December 1976 and March 1977, the Martini Edition (sometimes referred to as the Championship Edition) came with a special colour scheme, a commemorative plaque on the centre console and a bundle of parts that were normally optional extras.
Every 924 Martini Edition (option code M426) was painted Grand Prix White and emblazoned with Martini stripes down each flank to mimic the factory 935 and 936 championship-winning cars of 1976.
The alloy wheels were also painted Grand Prix White.
Inside, Porsche fitted red carpet, matching red fabric seat inserts and blue piping to the otherwise black vinyl upholstery. The front seat headrests came with special Martini stripes. A commemorative World Champion 1969 / 1970 / 1971 / 1976 plaque was mounted on the centre console.
Additional equipment included front and rear anti-roll bars, tinted windows, a heated rear screen and a leather steering wheel.
1978 Model Year
For the 1978 model year, Porsche began to cover the entire 924 shell with zinc coating.
Another update concerned the rear suspension assembly which was now rubber-mounted to the bodyshell. This significantly improved ride comfort and reduced noise in the cockpit.
Engines were equipped with a magnetic one-way valve to improve hot starting. An oval tail pipe replaced the original circular item.
The optional anti-roll bars were switched to 23mm at the front (up from 20mm) and 14mm at the rear (down from 18mm).
Porsche also offered an array of new options to include bigger 6 x 15-inch alloy wheels, a five-speed manual Getrag 016 gearbox, leather upholstery, electric windows, electric 911-type door mirrors, a standard-type passenger-side exterior mirror, a three-speaker stereo, an electric antenna, alloy wheels with black centres and Koni sports dampers (only available when anti-roll bars were specified).
Cars destined for the UK could be specified with a new Lux Pack that included alloy wheels, tinted glass, a rear wiper and headlight washers.
1978 model year production was slightly down on the previous twelve months with 21,562 cars leaving Neckarsulm. This figure comprised 9474 Rest of World examples, 11,638 for the USA and 450 exported to Japan.
1979 Model Year
The major news for the 1979 model year was the arrival of the 924 Turbo (Type 931, covered separately).
In terms of updates made to the standard normally aspirated variant, cockpit ventilation was improved by adding separate fresh air blowers and the rear wheel arch openings were slightly enlarged to improve clearance.
The optional Lux Pack available in the UK now came with electric windwos and an electric driver’s mirror.
From April 1980, several new extras were added to the options list to include a three-spoke steering wheel with raised hub and a graduated tint windscreen.
Production was down slightly on the previous year to 20,619 units. This figure comprised 10,475 Rest of World Cars, 9636 for the USA and 508 for Japan.
924 Sebring Edition
1400 of the cars built for the USA during the 1979 model year were Sebring special editions. They were produced to stimulate sales across the Atlantic where the 924 was coming under increasing pressure from an expanding range of inexpensive Japanese alternatives.
This latest limited edition was notionally created to celebrate Porsche’s racing success; when Bob Akin, Rob McFarlin and Roy Woods won the 1979 Sebring 12 Hours driving a Dick Barbour Racing Porsche 935, the decision was made to market the car in honour of this particular victory.
Each car was painted Guards Red and came with a black, white, red and yellow stripe kit that wrapped around the sides and tail. A large silver 924 script was added to the nose along with black or white ‘Sebring 79’ decals behind each front wheel and on the tailgate.
Upholstery was black vinyl with plaid fabric seat centres, matching door panel inlays and red carpet.
The specification also included a removable sunroof, three-speaker stereo with manual antenna, electric door mirrors, four-spoke sports steering wheel, fog lights in black shrouds, anti-roll bars and black rims with polished lips. The 924 Sebring edition (option code M429) was offered with either a five-speed manual or three-speed automatic gearbox.
Assembly took place from December 1978 to February 1979.
1980 Model Year
Porsche made a substantial number of updates for the 1980 model year.
Perhaps most importantly, the standard four-speed and optional Getrag five-speed gearboxes were dropped in favour of a new Audi 016 five-speed unit that was now fitted to all cars. Unlike the Getrag version (which had a dog-leg first), this latest gearbox used a conventional H-pattern with reverse now off to the right underneath fifth gear.
Externally, the cog-like Volkswagen-sourced fuel filler cap was replaced with a new lockable cap concealed behind a plastic body coloured flap. Additionally, an electric driver’s mirror was now fitted as standard and the side window trim was changed to anodised black.
Under the skin, the old VW door locks were replaced with items imported from the Porsche 928. The bigger brake servo from the 924 Turbo was installed along with a new breaker-less ignition system.
The fuel tank was enlarged from 62 to 66-litres.
New optional extras included a three-spoke leather steering wheel, a small diameter four-spoke leather steering wheel, two-tone paint, bumpers with impact absorbers and rubber overriders, an alarm and a rear spoiler (from the 924 Turbo).
Buyers could also specify the four-wheel disc brakes, five-stud hubs and alloy wheels from the 924 Turbo (which was referred to as the S pack).
A new Special Option Pack bundle comprised velour trim, 924 decals, electric windows and fog lights.
Despite the improved specification, production was well down on previous years. In total, 12,794 cars were built for the 1980 model year which comprised 9094 Rest of World units and 3700 destined for the USA.
924 Le Mans Edition
To celebrate the sixth place finish achieved by Jurgen Barth and Manfred Schurti driving a works 924 Carrera GTR at the 1980 Le Mans 24 Hours, Porsche introduced another special edition.
Every 924 Le Mans (option code M426) was painted Alpine White and equipped with a red, yellow and black stripe kit that mimicked the car driven by Barth / Schurti. The decal kit wrapped around the entire car and incorporated a stylised Le Mans script behind each front wheel.
New 6 x 15-inch multi-spoke alloy wheels were similar to those used by the 924 Turbo (albeit mounted via four instead of five stud fixings). They had black powder-coated inner sections with bright-finish spokes.
Normally optional equipment bundled in for free on the Le Mans edition included a Turbo rear spoiler, removable sunroof, rear wiper, passenger door mirror, uprated shock absorbers and anti-roll bars.
Inside, black leather seats had black and white pinstripe fabric centres and white piping. There was also a small diameter four-spoke leather steering wheel, leather gear knob and kick plates with the 924 logo.
1030 Le Mans edition cars were built between July and August of 1980, 100 of which were exported to the UK.
1981 Model Year
More updates were ushered in for the 1981 model year. Among the most significant was a new seven year anti-corrosion guarantee (up from six).
Externally, these latest iterations were identifiable on account of their new rectangular side repeaters fitted to the front fender behind the wheels. A rear fog light was also added.
Inside, there was improved steering column switchgear, a carpeted centre console, a gold Porsche crest added to glovebox and an embossed Porsche script along the top of the door panel.
Under the skin, Porsche fitted a quieter fuel pump, steel injection pipelines, improved cold start control, additional sound insulation and a thicker 20mm front anti-roll bar.
The 6 x 15 multi-spoke wheels that had appeared on the Le Mans edition were added to the options list.
Other new options included a digital radio, leather sports seats, sports seats with Berber fabric, a cassette container and a coin holder.
Sales for 1981 showed another slight decline to 11,824 units. Rest of World production accounted for 9669 cars while just 2155 went to the USA.
924 Weissach Commemorative Edition
Porsche also offered two special edition models during the 1981 model year.
For the US market, the Weissach Commemorative edition was introduced to celebrate Porsche’s research and development centre.
400 cars were built between March and April of 1981.
The Weissach Commemorative edition (option code M459) came with Platinum Metallic paint, a rear spoiler, 6 x 15-inch wheels and electric mirrors.
Interiors were enhanced with brown vinyl upholstery, cream tweed fabric seat and door inserts, electric windows, air-conditioning, a leather gear knob and a commemorative brass plaque.
924 50th Anniversary Jubilee Edition
For the German and Rest of World markets, there was the 50th Anniversary Jubilee created to celebrate 50 years of the Porsche Design Office.
Produced under option code M402, each car was painted Pewter Metallic and came with 6 x 15 wheels, tinted glass, electric mirrors and a rear spoiler. Interiors were enhanced with a four-spoke steering wheel and leather upholstery for the seat bolsters, steering wheel and gear lever. The seat centres and door panels were trimmed with fabric pinstripe. Carpet was light grey and a Ferry Porsche signature was added to the headrest of each front seat.
1009 built were built between July and September of 1981. Of these, 589 were allocated to the German market and 425 for the Rest of World.
1982 Model Year
The 1982 model year saw sales of the 924 discontinued in the USA where it was replaced by the much-improved 944.
In other markets, the 924 stayed on for a further three years.
1982 model year derivatives came with the three-spoke steering wheel from the 911 as standard, carpeted door pockets, improved ventilation for the fuel tank and gearbox, a better heater, uprated synchromesh and a strengthened roof to enable installation of Porsche’s new roof rack option.
Other new options included a limited-slip differential, a fuel consumption indicator, locking wheel nuts, sports shock absorbers, Berber fabric upholstery and sill kick plates with the 924 logo.
Sales of the 924 dropped slightly again, this time to 10,091 units. USA production was up slightly (to 2277 cars) while Rest of World derivatives dipped to 7814.
1983 Model Year
The availability of the 944 saw 924 sales almost cut in half for the 1983 model year.
Despite reduced demand, Porsche continued to improve the model. They added gas struts for the hood, the rear spoiler was made standard, synchromesh was added to reverse gear and the front anti-roll bar was thickened again (from 20mm to 21mm). Buyers could also choose from a new range of audio systems.
Just 5785 cars were build during the 1983 model year.
1984 Model Year
4659 cars were built during the 1984 model year.
The tailgate could now be released via a switch on the centre console.
New options included an electric tilt-slide sunroof and fabric upholstery with Porsche script.
1985 Model Year
1985 was the last year of production. 3214 cars left the factory.
End of Production
Production ended in July 1985. 121,289 cars had been completed since 924 production started in late 1975.
However, the 924 was not dead. It was replaced by the new 924 S (covered separately) which most notably incorporated the bigger 2.5-litre engine from the 944.
Text copyright: Supercar Nostalgia
Photo copyright: Porsche - https://www.porsche.com
