Porsche 924 Turbo / Porsche 924 Fun Project / Porsche 944 1982 924 Low Miles on 2040-cars
Hialeah, Florida, United States
1982 PORSCHE 924 Turbo Questions or test drives 305 5421612 Buy now or make a reasonable offer we want her to go to a person that can appreciate what made Porsche History Motivated to Sell If your're looking at this auction then you already know what this car is Porsche 924 turbo' This car was purchase and we decided to drive it , and slowly and restore it at the same time, We have rebuilt many 944 's and 944 Turbo 's but this 924 T was an exciting find for us . This is car faxed as a low mile 2 reg owner car I purchased it to turn her into a Carrea gt clone but due to it original condition I decided not to take her apart, and save her for the 924 Turbo purist , now I decided to let this one go so we can continue building a 2,5 turbo 924 S with the gt flares and Carrea body kit . When this 924 Turbo was purchased this was not running for some time due to a bad reference sensor , and the car was just sitting. We replaced the reference sensor as well as the Simens box, the car starts on first turn of the key, rev's nicely to 5500 rpm with no issues, to get it started we replaced the fuel pump rebuilt the fuel dist. changed all the filters, cat by pass , installed new battery, changed spark plugs dist cap and rotor, ect. 2 hoods available light weight hood or metal also 2 wheel choices 16 forged or the ones pictured . ( we are still added things to her as we drive her . The good points This is a light car quick and nimble . She starts right up ,the 5 speed trans axel was upgraded to the Porsche 944 latter type due to the original 931 transmission was not shifting smooth , (it is included in the auction), now she shifts perfectly . This is a 5 lug original turbo factory car with a removable sunroof, 4 wheel disc brakes and power window switch functions as they should. the engine temp is cool and the oil pressure is where it should be, manual steering rack . factory a/c car with heater . ( all components are intact ). All in all is a great plate form for the right person wanting drive and restore a piece of Porsche history. Bad Points The interior is need of a re due but all components are intact this car is equipped with rare Porsche Sport seats,the rugs are dirty , back seats are fine headliner is excellent as well as the sunroof.usual dash cracks , no radio ( we are scheduled to remove the interior to clean everything, then re install)The Body is straight and free of any major rust , the car was repainted and a body kit installed, by previous owner, we removed the body kit to move towards it original condition. The exterior paint is dull and faded The under carriage is clean, and structurally sound.FUN FACTOR Drive and own a piece of Porsche history a blast from the past. these cars are fun to drive not only are the good on gas,it has power when you want it, push down on the pedal, the boost come's on and off you go. Totally different than driving Porsche 944 2.5 car . I own a few 944's and this one is allot of fun to drive. AS it IS 924 Turbo (931 LHD, 932 RHD)[edit]
FUN FACTS Porsche executives soon recognized 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 led 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. |
Porsche 924 for Sale
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- 1978 porsche 924 base coupe 2-door 2.0l
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UK Porsche GT3 owners are irked that other countries are getting better deals
Sun, 27 Apr 2014Porsche 911 GT3 owners in the United Kingdom are up in arms, but it's not for the reason you might think. Okay, well it sort of is. See, it's been fairly well documented that 911 GT3 owners have had their cars grounded over concerns that the engines could catch fire. Porsche is rushing to build and install replacement engines in all 800 or so cars, scattered around the globe.
This isn't really the issue. The problem for these British owners is compensation. While the car's have been grounded, car notes still need to be paid. To deal with this, American GT3 owners are being paid $2,000 per month. German owners get 175 euros ($242 at today's rates) per day while a GT3 owner in Dubai is allegedly receiving $12,000 (it's unclear if this is a lump sum or a monthly payment). Basically, if you aren't able to drive your six-figure super car, you shouldn't have to pay for it. Seems reasonable regardless of the make.
British owners, though, aren't being compensated, and for 30 to 35 owners, that's not acceptable. They've banded together and are led by Sunil Mehra.
Magnus Walker turbocharges his love for the Porsche 911
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Any Porsche enthusiast can tell you why they love their car, and it often comes down to the small details that differentiate one model year from another. One of many examples is the mid-'80s 928. They look similar, but the basic difference between a 1984 Porsche 928 S and a 1985 928 S (US-spec) is two camshafts and 54 horsepower, though each car's V8 has its own pros and cons. We'll let Magnus Walker tell you all about the 930 and what makes the first three years special, as he's becoming quite the expert on early, air-cooled 911s. When the nearly 15-minute mini-documentary was filmed, which you can view below, he already had added four early 930s to his collection!
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That elemental vintage Porsche appeal hasn't been lost on Los Angeles-based Singer Vehicle Design, which has endeavored to take the best bits from every generation of 911 and combine them into one impossibly sexy rear-engined machine. Based on a 964 donor car, we knew that a lot of work would need to go into everything from the structure to the bodywork to realize the Singer's cohesive aesthetic and dynamic vision, but we didn't know just how much until we watched this Drive video featuring Chris Harris. The auto journo gets time with the 350-horsepower, Cosworth-motivated coupe on both mountain passes and at the track, but what could be the most interesting thing about the 27-minute-long video is his in-depth plant tour.
Check it out by scrolling below, but not before paging through our new Singer 911 gallery.