|The 924 was imported into the US with a 2.0 liter engine until 1982. The production of the 2.0 liter engine, with the cast iron block, and aluminum alloy pan and head, continued till 1985, the last year the 924 was sold in Europe.|
The 924 was originally equipped with a four-speed gear box, while a five-speed gearbox and an automatic option were available in later years. Some cars in the intervening years were produced with the 016Z Audi five-speed transmission, which had the inverted (German) gear-shift pattern.
In 1986, the 2.5 liter aluminum block engine and drive train from the 944 were transplanted into the 924 body, and sold as the 924S. Except for visual similarity with the 924, such as the bodywork and the round side marker lights, this is a very different car when it comes to performance, maintenance and upkeep.
Porsche upgraded the performance of its 924 with the introduction of a turbocharged model in 1979. While the lower end of the engine remained unchanged, many improvements were made to the upper end of the engine as well as the drivetrain. On the outside, the car gained alloy wheels, a distinctive NACA duct in its hood, and a rear spoiler. Horsepower increased from the aspiro's 125 bhp to 170 bhp in the turbo. This car's internal project number at Porsche was "931", and for that reason many owners refer to their car that as a 931.
In 1980, Porsche homologated four hundred copies of the 924 Carrera. Power was increased to 210 hbp thanks in part to the addition of an intercooler. To get this power to the road, wheel dimensions were enhanced with 7J x 15" rims all around. The bodywork was tweaked as well, with wider flares over the wheel wells and extensive use of polyurethane panels instead of steel.
Fifty-five copies of the GTS were produced, of which some smaller number were Club Sport variants destined for competition. The latter included an aluminum roll cage made by Matter. Horsepower was again increased, this time to 245 bhp.
Has the 944 drive train in 924 body: lighter, more aerodynamic and faster than a regular 944. The '88 models had a "sport" option available - these cars make excellent autocrossers and are worth more.
A list of 924S parts option codes is available here.
Introduced in the US as a 1983 model. These early cars are lighter than the later cars. The interior is a transplant from the 924. These cars were largely based on the 924 Turbo in that the maintained basically the same body (except for the larger wheel arches), the ventilated brake discs, and suspension. The 5-speed gearbox was an Audi transplant, while the automatic was from VW.
The totally new engine was a 2.5 litre inline four-cylinder developed at Porsche run by Bosch Motronic engine management. This engine has been called half of a 928 engine, in that they do share the same cylinder head, valves, and bore & stroke (the 944 four-valve, 959, and 928S4 all have the same valves, valve guides, valve angles, and combustion chamber). The new engine utilized counter-rotating balance shafts to cancel out vibration in the relatively large four-cylinder engine. Optional sport package available that added Koni/Boge sport shocks, front/rear sway bars. The forthcoming turbocharged version was originally intended to replace the aging 911.
A list of 944 parts option codes is available here.
Forged aluminum front lower control arms, redesigned interior. The steering wheel was also moved slightly to give more leg clearance.
Radio antenna removed and flush bonded with the front windshield. Improvements in air vent flow, oil sump capacity, new front and rear cast aluminum control arms and semi-trailing arms, larger fuel tank, optional heated and power seats, revised starter, revisions in the mounting of the transaxle to reduce noise and vibration. For the 87 model year, ABS anti-lock brakes became an available option, and a new sport suspension package based on the Turbo Cup series also became available. Starting with the 88 model year, dual air bags became standard equipment.
A list of 944 parts option codes is available here.
Larger 2.7 liter engine for the last year of the standard 944. This is the only year of production of a 2.7 liter engine.
Utilized KKKs K26 turbocharger, an external oil cooler, and an air-to-air intercooler. A new front end and rear under-valence panel (new body pieces allowed the car to reduce the drag coefficient to 0.33), updated brakes, and larger spring-centered clutch. The head was also beefed up in that it received stronger valves and improved ports.
For the 87 model year, ABS anti-lock brakes became an available option. Starting with the 88 model year, dual air bags became standard equipment.
The Turbo S engine is based on the normal Turbo engine. Its equipped with a modified turbo with redesigned vanes. The DME computer has different fuel/ignition/boost mapping to give higher boost over the entire RPM range compared to the normal Turbo. The exhaust valves were also increased in diameter by 1/100th mm near the valve guide for better running at full load.
Water hose, pipe, mounts and turbo waterpump were all changed due to the reinforcements of the front end. The clutch had changes in springs and the friction liner is cemented and riveted to handle the extra power. Front and rear shocks are stiffer, the brakes are from the 928 S4. Larger anti-roll bars and torsion bars. The transmission has a limited slip and an oil cooler. 1st and 2nd gears were hardness blasted for increased strength. "S" coil springs are also harder and tapered to allow for wheel clearance. It also had harder rubber suspension bushings all around. Dual airbags and ABS were standard.
The 944S had the series' first sixteen-valve engine, at the same 2.5 litre displacement as its forebears. Duel camshafts were connected by a chain that was kept taught by a somewhat problematic hydraulic tensioner. A larger camshaft timing belt also went through some "teething problems" early in the model's lifetime.
The S also received an updated transmission that featured a larger, meatier pinion gear, the Achilles' heal of its eight-valve older brothers. It had the same gearing as the 944 Turbo, but a shorter final ratio like the eight-valve, aspiros.
From '87 on, ABS brakes were available in the 944 series as an option. In '88, dual driver/passenger airbags became standard equipment.
The 944S2 took the normally-aspirated sixteen-valve engine of the 944S and increased its displacement to 3.0 litres - at 0.75 litres/cylinder an impressive feat. Its coachwork was that of the 944 Turbo, with its rounded nose and valences ("side skirts"). Unlike the Turbo, the S2 was available as a coupe or cabriolet.
Under the skin, the 944S2 has the same wonderful Brembo brakes that graced the Turbo. It also added a much-needed oil cooler.
A list of 944S2 parts option codes is available here.
The 968 was introduced in '92 as a model year '93 car. It had a completely revised body style, and was available as a coupe or cabriolet. Under the hood, the 3.0 litre 944S2 engine was enhanced with a patented variable valve timing system, called the VarioCam.
A total of 12,793 968's were produced by Porsche during its three-year lifetime, 4,389 of which were cabriolets. In the US, Porsche sold 2,417 coupes and 2,260 cabriolets - pretty close to an even split.
The coupe was available with the M030 sport package, which included heavier front springs, rear coil-over helper springs, bigger brakes, and larger sway bars.
Convertible version of 968. 1989 and later all models come with dual airbags standard.