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Porsche 924

Published: 5th Jul 2013 - 0 Comments - Be the first, contribute now!

Porsche 924
Porsche 924
Porsche 924
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Here's how to give your van-powered 924 some poke

Launched in 1975 as a replacement for the VW-Porsche 914, the 924 was developed by Audi and used a variant of the engine used in the first generation Audi 100. Whilst a capable engine, this engine has left the 924 with a shadow over its reputation as a driving machine. For it was shared also with Volkswagen’s trusty LT van. However, there have been sports cars with engines from even more pedestrian transport – and nobody mentions the tractor engine of Triumph’s TR2. So look on the 924 not as a “nearly-car” – more as a budget entry into the world of Porsche which can be made to perform well with a few chosen tweaks.

Before you start: Best buys are the post 1980 cars – whilst all 924s are galvanised, the earlier were galvanised from the waist down. Post 1980, the cars were fully galvanised and tend to be hardier as a result. Rust on a post 1980 car will indicate accident repairs so make sure you check how big the prang was, and how well the work has been done! Water leaks are common – especially when the sunroof drain channels clog up. Check anywhere with suspicious staining, and ideally have the car under a hose at some point. Water in the passenger footwell is a sign of a real nasty – acid leaking from the battery can corrode the battery tray and the bulkhead – directly over the footwell. If there is water here, it’s not a cheap fix.

Less serious issues now… Dashboards crack and replacement is costly and involved. Seats wear, but are cheaper to fix. And the biggest problem with 924s? The electrical system. Remember what we said about water in the footwell? To get there, it has to come through the fusebox. Which will ruin most of the electrical circuits, and the fusebox has to come out to be repaired. Check everything works and be sure there’s no moisture!


The engine in the 924 is a 2.0 four cylinder from the C2 Audi 100 range – subsequently modified and also used in that LT van. Dubbed EA831, this engine is NOT the same as many other similarly sized VW four-cylinder engines – and so far as the UK market goes, there are no ‘sister engines’ with more desirable bolt-on parts.

The Holy Grail of the 924 modifying scene is Franco timing equipment. Basically a variable valve timing setup, it’s as rare as hens’ teeth to get hold of but offers more torque and extra power. Align it with a session on a rolling road for maximum effect.

Motorbike carbs can yield up to 140bhp, but Max Schenker of Porsche specialist Frazerpart doesn’t think it will be easy to get more from your 924 than that. Newman and Piper both offer reprofiled cams, but unless used as part of a wide-ranging programme of modifications little benefit will be felt.

A canny move would be to fit the VW Golf throttle body, claims 924 racer Karl Rossin – a 5-10bhp gain, owing to larger butterflies. A 10mm spacer between the throttle body and the plenum chamber will add yet more torque.

Blueprinting would be a canny move, but too involved and costly for anyone but the most committed. Head work is not easy on 924s, and don’t think a 924 Turbo head will be any better. It is – but not by enough to warrant virtually re-plumbing the exhaust system from the manifold back.

Our recommendation if you want more oomph from your 924 is to replace the engine. Bad news: Nothing will bolt directly to the 924 bellhousing apart from the standard engines. As far as standard engines go, the only option is the 2.5 Porsche four from the 924S and 944 – and these cars are so cheap to buy whole as to negate any benefit in swapping the engine! Good news: Adaptor plates are available, and if you were prepared to swap the bellhousing you could take your pick from a multitude of VAG engines. An interesting idea would be the Audi five pot unit found in the Quattro. It’s been done – but that the all-iron unit will make the car nose heavy.


As ever, you need to look at brakes and suspension first – front suspension is shared with the VW 1302, so may need work for track use! Fortunately, with so many 924s left, there are many upgrades on offer for the keener motorist. We’d go for EBC Greenstuff brake pads all round, and cross-drilled 944 spec discs are a good idea too. Both can be bought from The Porsche Shop.  Larger15” wheels are a wise move – performance tyres are more widely available. Both the four stud and five stud hub patterns are common sizes so finding wheels won’t be difficult!

Renewing the bushes in the suspension system is always a wise move on a car to be driven in anger, and polybush kits are freely available for the 924. Whilst it might be tempting to fit Spax lowering springs or uprated campers though, the standard suspension is more than good enough for road use. Make sure you fit a rear anti-roll bar if there isn’t one there, and uprated torsion bars from the 944 and 968 are a wise move for cars that will be driven hard.

However, there’s a race series, and if you’re looking at hotting up a 924 it’s entirely possible that this has already come to mind. The 924 Challenge is a cheap way to do motorsport, and the pedigree of the Porsche badge ensures people will be impressed!  For this, lower or adjustable suspension would be wise – and everything is available from springs with a 30mm drop to fully adjustable Spax dampers.

None of it breaks the bank either – budget about £120 per damper, and about £150 for a pair of front springs. If we were building a car for the track, we’d want a short shift kit (available from the Porsche Centre). There’s one type, and it’s common also to 944s and 968s. It’s £125, and a two hour installation even for those who don’t know a spanner from a seat cover.

A final note on 924 tuning. It’s far more prevalent in America than in the UK, and there will be a wider range of options if you’re prepared to import your parts. This guide has only mentioned prices and sources for UK sourced parts. Not bad for what people regarded as a real Porsche? With thanks to the Porsche 924 Club, Karl Rossin, and Max Schenker of Frazerpart.



  • EBC Greenstuff brake pads
  • Cross-drilled discs
  • Performance tyres
  • Polybush kit
  • 944 parts


  • Spax shock absorbers
  • Lowered springs

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