1980 Porsche 924 Turbo Series 1
Faster than a Porsche 911 SC, BMW 635i and a Lotus Eclat at 142mph, and with 0-60 coming up in 6. 9 seconds, out-accelerating both the BMW and the Lotus. Porsche manufactured RHD Series 1 924 Turbo's for less than 1 year.
Background:
The 924 was the poor man’s Porsche, right? Some sure, except without the 924 we wouldn’t have the 911 today, nor in fact any other Porsche; the 924 saved Porsche from oblivion. And then, just as everyone had got use to the sweet handling, Audi assembled, but relatively tame 924, came the expensive, fast one; the 924 Turbo.
Porsche had history both on and off the track with turbochargers, case in point being 1975’s 911 Turbo (internal type number 930). Porsche launched their 931 as the 924 Turbo in 1978. Starting with the super-strong Mercedes designed 924 engine as a basis, Porsche designed an all-new cylinder head, hand assembling it at their Stuttgart factory. Compression was dropped to 7. 5:1 and a KKK K-26 turbocharger (both the turbo and separate wastegate were donated by the 930 Turbo) engineered to increase power from 125 to 170hp (about the same as the Previous 911 S).
That 36% power hike dictated big changes to running gear. Both front spring rates and the anti-roll bar were uprated, five stud hubs replaced the previous four studs, brakes were upgraded to 928 discs and callipers on the front, 911 on the rear. Likewise, wheel choice was either 15” from the 928 or optional 16” from the 911. A completely new G31 gearbox, derived from the 911 (hence the ‘dog-leg’ first gear) took care of the Turbo’s extra torque. Weight distribution became a near perfect 49/ 51 front to rear.
The Turbo became instantly recognisable by its NACA duct in the bonnet along four additional air intakes in the nose panel (later used again by Audi on its own 1984 Sport quattro). More subtlety, nine slots appeared in the front valance to cool those big brakes and spats added behind the rear wheels. On Series 1 car only, even the dial numerals turned from white to green. Porsche’s intention at the time was to replace the 911 SC with the 924 Turbo and priced it at £13, 630 in 1980; definitely not one for the poor man.
Before the 924 Turbo started replacing the 911 in showrooms, Porsche replaced it where it really counted; on the track. First came 1979’s Monte Carlo rally, where Porsche Motorsport’s (the factory team) 924 Turbo finished 20th out of 160 cars that started. In September 1979 Porsche revealed their 924 Turbo based homologation special; the 924 Carrara GT.
Porsche Motorsport fielded 924 Turbos for the GTP class (it was so new it had yet to be homologated, so the cars raced as prototypes) at Le Mans in 1980; Andy Rouse & Tony Dron (Team GB) in Car No. 2, Derek Bell & Al Holbert (Team USA) in No. 3, and Jurgen Barth and Manfred Schurti (Team Deutschland) in No. 4. All three finished the race, No. 4 in 6th place, beating all but 1 of the 15 Porsche 935 ‘moby dicks’ (the then ultimate 911 track evolution) which was in 5th! The highest place 911 finished 16th behind all 3 924 Turbos, underlining Porsche Motorsport made the right choice of the 924 Turbo over the 911 when it came to racing.
All 924 Turbo Series 1 cars were built between November 1978 and July 1980, the USA and Japan getting their own ‘low fat’ (less power, standard 924 running gear and gearbox) version only. Just 932 ‘full fat’ 924 Turbo’s were built for the ‘79 model year, a further 1, 632 S1’s followed for the ‘80 model year. RHD production started in November ’79 and ended in July ’80. The Series 2 924 Turbo was launched in September ’80, losing the green dials and the S1’s larger turbocharger, but through digital ignition and timing control (DITC) a little more power.
My Car:
First registered in February 1980, it’s one of the first RHD 924 Turbos S1’s from a production run that lasted less than a year. It’s a Targa and unusually it’s an Inari Silver monotone; an option never officially offered by the factory on any 924. 924 Turbo’s could be ordered in two-tone Inari Silver / Onyx Green (basically an Inari Silver car with the bottom painted Onyx Green), but never as monotone.
It’s an incredible straight, honest and useable car, with none of the horrendous rust issues of most 44 year old classics. Importantly, all the critical 924 bits (sills, floors, suspension mounts, and battery box) are all rock solid. The super-rare 924 Turbo specific front valance is good, It even has its original magnesium wheel nuts.
The paint is as good as it looks in the pics and the interior (seats, carpets, headlining, and door cards) are all in great condition. The dashboard has the usual cracking on top, the super rare green dials are all present and work. As do the electric windows, pop up lights, driving lights, but the heater fan has just decided to not. The Targa top works as should, it will need a new end-clip on the wind deflector.
I’d never indented to sell, so less than a year ago it had a full service, cam belt change and gearbox fluid change. It’s correctly registered as a ‘Historic Vehicle’ and exempt from Road Tax, MOT and ULEZ charges. I managed to locate original 16” Fuchs alloy wheel which have been fully refurbished (the centres are Onyx Green). Tyres are brand new Pirellis (P7’s on the back) in the correct sizes.
924 Turbos are geat drivers’ cars, and mine's no different. Being a, S1 with the bigger turbo, it’s pretty tame below 3, 000 rpm, then the boost comes in with a shove and slings you down the road. The handling and barking are simply brilliant. Being an S1 also means it hasn’t got the S2’s troublesome DITC, which is essentially a 40+ year old irreparable, irreplaceable PC!
Message me or call with any question, happy bidding!
Please note: Cash or bank transfer on collection, car will not be released until payment in full is received and cleared.
