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Porsche 924: Buying guide and review (1975-1988)

Porsche 924: Buying guide and review (1975-1988) Classic and Performance Car
Porsche 924 Porsche 924 Porsche 924 Porsche 924 Porsche 924 Porsche 924
Ever since the 924 arrived in 1975, it’s been stigmatised as ‘the entry-level Porsche’. While the 924S used a Porsche powerplant, earlier cars featured an engine with an identical cylinder block to VW’s LT van, and a cylinder head that was the same with the exception of fuel injectors being fitted. But it also featured a stronger crankshaft and most importantly it offered Porsche driving to those who couldn’t afford the more exclusive models offered by the Stuttgart company – and that’s still the case. 
Porsche initially developed the 924 for VW Audi, the aim being to produce a flagship sportscar for the group using as many components as possible from the company’s parts bin. But in 1973 there was a change of management at VW, which felt that with the oil crisis at that time, there would be no market for a VW sportscar. As a result, VW pulled out of the project even though it was nearly finished. Porsche persevered and put its own badge on the cars – but the 924 was stigmatised as it was viewed by many as nothing more than a rebadged Volkswagen. Things have now changed, with the car recognised for what it is; an affordable sports car with a healthy dose of practicality. 
Which one to buy?
All 924s featured one of two different engines. The 1984cc VW/Audi-based unit was fitted to most cars and the 2479cc item was fitted only to the 924S; it was a detuned 944 engine. They’re completely different units, the bigger one designed by Porsche, and much more complex. Not only is the 2.5-litre engine more expensive to maintain (many parts cost twice as much as for the 2.0-litre unit), but anything more than basic routine maintenance is best left to a specialist. The 924S is a much better car for not much extra money though. Besides, as long as servicing schedules have been adhered to, the 2.0-litre engine despatches 100,000 miles with ease – but the 2.5-litre unit will take 250,000 miles in its stride. 
Some 924s came with a reliable but potentially leaky three-speed automatic gearbox, while manual 'boxes were available with four or five ratios depending on model – the most desirable is the five-speed manual, standard on the Turbo.
Although the 924S is the pick of the bunch to drive, it’s much harder to maintain at home – so work out whether your priorities lie behind the wheel or in the workshop. Early cars are now very rare, but 2.0-litre cars use a lot of VW and Audi parts (Golf steering rack, Beetle drums, Audi 100 callipers), so running costs aren't as high as they might be. 
Performance and specs
Porsche 924S (1985-1988)
Engine 2479cc, four-cylinder 
Power 150bhp @ 5800rpm
Torque 144lb ft @ 3000rpm
Top speed 133mph
0-60mph 8.2sec
Fuel consumption 25mpg
Gearbox Five-speed manual 
Dimensions and weight
Wheelbase 2400mm
Length 4171mm
Width 1656mm
Height 1260mm
Kerb weight 1111kg
Common problems
• The floorpan and rear wings were always galvanised; from 1981 the whole bodyshell was coated. Even now, rust should have been held at bay in these later models. 
• On pre-1981 cars the bonnet, front wings or doors may be rusty along with the bonnet’s leading edge and door bottoms. The front wings are vulnerable to corrosion as wheelarch liners weren’t fitted. 
• Genuine new panels aren’t available, but some pattern items are. The quality varies, which is why used panels are generally better. Panels for early cars are now very scarce. 
• Knocking from the back when driving over bumps suggests the tailgate glass has delaminated from its frame. It can be rebonded, but only professionally. 
• The front screen is also bonded in, and the rubber perishes. Again, the screen can be rebonded but it may break in the process. 
• With a 2.0-litre engine, if oil is being burned under acceleration, the piston rings and/or the cylinder bores have worn. With the 924 Turbo, smoke under acceleration may mean the turbocharger is worn – or it could be tired bores/rings. Remove the rubber boot from the throttle body on the cylinder head to see if it’s the rings/bores or the turbocharger that’s at fault. 
• If a 924S cylinder bore is damaged, the engine has to be scrapped, as the bores have an Alusil coating. This is extremely hard, and can’t be repaired. But smoke could simply be worn piston rings. 
• All 924 engines have a cam belt; the 2.0-litre unit isn’t an interference fit but the 2.5-litre unit is. The belt should be renewed every four years or 40,000 miles. 
• Gearboxes are strong but first gear synchromesh wears out – the normal fix is to fit a used gearbox. Parts are scarce for early gearboxes (the ones with a dog-leg first gear), as fitted to five-speed 924s built before 1980 and most UK-supplied Turbos. 
• Accelerate hard through the gears and see if the clutch is slipping. Although clutches aren’t weak, replacement is a pain – there's a window in the bellhousing to check for wear. 
• Clicking at low speeds or clunking as the drive is taken up betrays worn CV joints. 
• A sound like glass bottles clinking together belies worn torque tube bearings. These locate the propshaft within the tube that carries it, but no damage will be caused. 
• The steering column is above the exhaust manifold; its universal joints suffer from heat exposure, causing them to dry out and wear rapidly. 
• If the electrical system works erratically, check the fusebox, on the bulkhead under the battery tray. The battery leaks acid onto the fusebox, destroying it. 
• The engine’s exhaust heat shields are often left off, which cooks the starter motor. 
Model history
1975: 924 debuts at Frankfurt Motor Show and production begins in November. 
1976: 924 goes on sale in US. 
1977: First 924s sold in Britain, with four-speed manual box; auto and five-speed manual are options. First special edition 924 is introduced – the Martini. 100 are built. 
1978: 170bhp 924 Turbo announced, with five-speed gearbox, uprated brakes (discs on rear) and suspension. 
1979: Five-speed gearbox standard for all cars from August and 210bhp Carrera GT exhibited at Frankfurt Show. First Turbos arrive in the UK and 50 Doubloon special editions built. 
1980: 924 Turbo is uprated to 177bhp from August and a month later 100 examples of the Le Mans special edition are produced. 
1981: 400 Carrera GTs are built and a 924 refresh brings better ventilation and interior trim, sports suspension and extra badging. 
1982: 924 Turbo is discontinued and 100,000th 924 is built. 
1985: 924S replaces 924. 
1986: The 924S gets a 160bhp (944) engine. 
1988: Last 924S is built. 
Owners clubs, forums and websites 
• porsche924.co.uk 
• www.924.org 
• www.porscheclubgb.com 
• www.tipec.net
Summary and prices
Getting hold of a good 924 used to be an easy and genuinely cheap business, but today it’s slightly more difficult. Good original standard cars can fetch up to 7500 (although some concours cars have been know to sell for more). Rough and ready cars start at about £1500, while projects can be picked up for £500. 
The 924 Turbo and later 924 S both carry a slight premium over the regular model, however as you might expect values really boil down to a car’s history and condition. The most valuable 924 by some considerable margin however is the Carrera GT, which complete with its wide arches and angry-looking air intake is now worth in excess of £100,000.
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Last updated: 25th Jul 2016
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Porsche 924
995 24990 GBP
  • Porsche - 924 Targa - 1980

    €6,500 - €8,450 est. (£0 - £0 est.) €6,500 - €8,450 est. (£0 - £0 est.)
    Auction Date: 01 Jan 1970
    Online Auction
    €6,500 - €8,450 est. (£0 - £0 est.) €6,500 - €8,450 est. (£0 - £0 est.)
    Auction Date: 01 Jan 1970
    Catawiki Auctions
  • Porsche 924

    £14,995 £14,995

    *SIMILAR QUALITY CARS ALWAYS REQUIRED* SOLD Thinking of selling? Our proven commission sale or SOR (Sale or Return) program is a great way to utilise and access our professional services and facilities while still maximising the return from your vehicle with minimal hassle, stress and time, If you’d like to take advantage of this then please get in touch for further information. Alternatively If you’d like to move your vehicle on quickly and efficiently with minimal delay then we can make an offer on an outright purchase basis with payment and collection arranged soon after. An incredible Porsche 924 Lux Coupe with one owner and just 16,985 miles. EQUIPMENT Front deformation zones, polyurethane rear spoiler, laminated safety glass, lockable fuel filler cap, electrically lifted halogen lamps, driving lamps mounted in front bumper, high intensity rear fog lamps, heated rear window, two speed including intermittent wipers, leather covered sport steering wheel, door pockets, locking glove compartment, automatic electric aerial with 4 speakers, folding rear seats, rear compartment luggage cover, oil pressure, battery voltage, water temperature gauges. Lux specification; Electrically operated door windows, tinted, heat insulating glass, rear window wiper, headlamp washers and electrically heated and adjustable driver’s door mirror. Factory fitted options; Heated/adjustable passenger door mirror. EXTERIOR This 924 Coupe with its wind tunnel researched design is finished in gleaming Guards Red, (Code LM3A). The paintwork has an exceptional deep rich shine which still looks incredible today. With only a few very minor stone chips and a slight lift of the rear polyurethane spoiler to the corner this is a truly fantastic original example. All exterior trim is in excellent order including the lights, badges and rubbers. The vehicle still retains the supplying dealer, JCT 600 Ltd, Porsche number plates and sill step protectors when sold by them in 1984. Extraordinary in every respect and a true survivor. INTERIOR Based on ongoing ergonomic research and racing experience this exceptional cockpit supports the driver’s individual requirements and measurements with its utterly gorgeous optional leatherette sports seats with “Porsche” cloth seat inlays, (Code EB). Comprehensive equipment levels offer fantastic at a glance information from a wealth of working and crystal clear instrumentation such as an oil-pressure gauge, ammeter and clock. The dash top has some cracks at the ventilation holes. With an unused full size spare wheel and a full tool kit including a jack, all presented in pristine order, this is as close to a new car showroom experience as is feasibly possible today! ENGINE & TRANSMISSION An in-line four cylinder front mounted 1,984cc high compression engine with Bosch K-Jetronic fuel injection develops 125bhp with smoothness and flexibility allowing a sprint to 60mph in 10.8 seconds. With professional maintenance, all documented, reliability and enjoyment can be expected. The engine bay will delight exhibitors being immaculately presented with all manufacturer markings, stickers, labels and tags visible. The 3-speed automatic gearbox shifts seamlessly through the gears providing a relaxing enjoyable ride. WHEELS, TYRES & BRAKES The original light alloy 6j x 14 wheels are in astonishing condition fitted with nearly new Pirelli P6000 185/70 r14 tyres all-round. An unused spare factory Pirelli tyre still with yellow chalk markings is retained. Fitted with a 9-inch servo coupled to a diagonal dual circuit braking system, front floating caliper disc brakes and well proven drum brakes at the rear all help to inspire effortless repeated braking confidence. HISTORY FILE Supplied new on the 13th January 1984 by JCT 600 Ltd, Leeds, to a Mrs Jean Charnock this one owner fabulous example has only covered 16,985 miles. The history file contains an array of documentation showing the incredible extent to which this car has been cared for and maintained with the last 14 years by an independent German car specialist which includes a cambelt change. Also in the file is an abundance of old MOT certificates to warrant the incredible low and sort after mileage. All original manuals housed in the rare Porsche red wallet including the 924 Drivers Manual, Porsche maps and other associated dealer manuals remain. This is a truly unique opportunity to own such a remarkable original Porsche and firmly in the top collector category. MOT February 2018, HPI Clear. To see a video of this car please click on the link below: https://youtu.be/CRlpn0lhRxM To see a complete set of photographs of this car please click on the link below: https://flic.kr/s/aHskRgxsHG 'Like us' or 'Follow us' for exciting new cars coming soon at KGF Classic Cars: https://www.facebook.com/KGFClassiccars https://twitter.com/KGFClassicCars

    • Year: 1984
    • Mileage: 16985 mi
    • Engine size: 2
    For sale
    £14,995 £14,995
  • Porsche 924

    £24,990 £24,990

    Variant name:2.0 ,Derivative:Lux FH ,Variant: 2.0 We are delighted to offer for sale this stunning Porsche 924 Lux. We are confident you will not find a better example for sale today. This 1982 car has been expertly restored by Porsche Centre Bristol, in conjunction with Dick Lovett Spraymaster - our Porsche Approved Repairer. No expense was spared in the restoration of this Porsche 924, which was completed as part of Porsche Cars Great Britain’s celebration of 40 years of front-engine transaxle cars. The restoration work was extensive, including: - Full body strip, respray and body rebuild - Full underseal repair - Full engine and gearbox strip and rebuild, including powder-coating the block - All-round new suspension - New wheel bearings - All-round new brakes (including powder coated front callipers) - Brand new Pirelli tyres - Immaculate interior complete with Porsche Classic Navigation system - Porsche Service History This is a rare opportunity to own an exceptional piece of Porsche history. To register your interest please do get in touch with a member of the Sales Team.

    • Year: 1982
    • Mileage: 78248 mi
    • Engine size: 2
    For sale
    £24,990 £24,990