MARKETPLACE: 1979 Porsche 924 Turbo

Fast at last
The 924 Turbo made its public debut at the Geneva Motor Show in March 1979 as Porsche’s answer to anyone who thought its entry-level transaxle coupe was too soft to wear the crest. The standard 924 was a well-balanced, practical sports car, but its 2.0-liter 4-cylinder was a modest performer, and critics were quick to point out its humble Volkswagen-Audi roots. Porsche kept the Audi-sourced EA831 2.0-liter block but gave it an all-new factory-built cylinder head, lowered the compression ratio to 7.5:1, and fitted a KKK turbocharger. The package also included a maintenance-free transistor ignition, a revised K-Jetronic injection system, a second fuel pump, and extra oil capacity. The result was 168 hp and a top speed of 140 mph. Just as important to the car’s identity, the turbo engines were assembled and tested on their own production line at Zuffenhausen before going to Neckarsulm for installation, rather than being built alongside the naturally aspirated engines. Porsche also borrowed from its racing program. An exhaust gas recirculation valve derived from the 917/10K helped keep the turbine spinning when the driver lifted off the throttle, the same trick used on the 930. The drivetrain was strengthened to match, with a thicker transaxle shaft, and the gearbox used the motorsport-style dogleg shift pattern with first gear down and to the left. The chassis and bodywork were upgraded to suit the extra power. The 924 Turbo received four-wheel disc brakes and improved suspension and steering, along with custom wheels and a better-equipped interior. It was easy to spot from outside, thanks to the extra NACA ducts in the hood and a full-length black polyurethane rear spoiler. Porsche deliberately avoided loud, drag-inducing additions, and the car kept a slippery 0.35 drag coefficient. Performance was a big step up: a period dealer description puts the car at 7.3 seconds from 0 to 100 km/h (0 – 60 mph in 7.0s). In America, Car and Driver greeted the car with the headline “Fast…at Last!” The 924 Turbo filled the wide gap between the 123-hp base 924 and the 178-hp 911 SC. It gave the 924 line real credibility while staying clear of the 911, and it also appealed to buyers who liked the transaxle layout but didn’t want to pay for a 928 with its 4.5-liter V8. In America, Car and Driver greeted the car with the headline “Fast…at Last!”

A Rare European-Market Slicktop
This early-production 1979 Porsche 924 Turbo, №1883, is one of 2,932 built that year and one of only 1,982 produced in RoW specification. It was delivered new as a German-market car and spent most of its life in France. A previous owner imported it to the United States in 2014, and it was later acquired by a long-time Porsche Club of America member in the Chicago area. It now resides in Upstate New York, acting as a stand-in while the owner’s 911 SC has been undergoing an extensive mechanical restoration.

As a German-delivery car, it has several advantages over its North American counterparts. It is about 100 kg (220 lb) lighter than a US-market 924 Turbo, thanks to slimmer European bumpers and fewer federal mandates. That, combined with the 168-hp RoW engine (25 more than the version sold in North America). According to the factory build sheet, both the engine and the 931-specific dogleg five-speed gearbox are original to the car. It was also ordered without the removable roof panel. Most, and possibly all, US-market 924 Turbos were equipped with one, which makes this slicktop configuration an uncommon sight on this side of the Atlantic.

Exterior condition
The car was repainted in its original color of Diamond Silver Metallic by a previous owner, who, understandably, did not find prudence in a concours-level finish on a car worth a quarter the cost of the work. As such, there are some noticeable inconsistencies, along with some tape marks under higher scrutiny. That said, both the finish and gaps show well, or as my paint guy had said, “it’s fine.” There are also a few age-related scuffs around the exterior. Most importantly, there are no signs of rust or rot anywhere on the car. All the rubber trim, including the rear spoiler, is supple with no pitting or marring. The 15″ mesh wheels were refinished last year and look new, dressed in 2024-dated Toyo Extensa All-Seasons (a set of refinished 16″ 7-slot gullideckels that were optional on later-year cars are available for separate purchase).

Interior Condition
Inside, the cabin is in exceptionally good original condition. The black leatherette and Black Watch tartan fabric, one of the most distinctive interior treatments of the era, show no significant wear. Small cracks extend from the defroster vents in the dashboard, a typical issue for these cars. The carpet under the driver’s feet is worn but not bare, but the rest of the carpeting is fresh. All controls and instruments work, including the factory air conditioning and the analog clock, which keeps good time even through winter storage.

Mechanical condition
Displaying 108,810 kilometers (67,611 miles) at the time of listing, the car was serviced about 200 miles ago with an engine oil and filter change and a coolant flush. Under previous ownership, the timing belt was replaced, along with the first- and second-gear synchros. During the current ownership, the cylinder head gasket was replaced. That job revealed a cracked exhaust manifold, which was welded and repaired. More recently, the car received a new starter and a new Bosch battery.

Driving impressions
The strength of the 924 has always been in its handling, and with the additional power from the Euro-spec 2.0-liter turbo, it lives up to the Porsche name. As it comes from the relatively early days of production-car turbocharging, there’s no intercooler. As such, it rewards a bit of mechanical sympathy. It’s a good practice to let the engine come up to temperature before driving and to give it a cool-down period (a minute or two) before shutting down. There’s also some vintage turbo lag that we no longer get in modern turbo cars. Some might find it sluggish before the revs spool up, while others embrace it as part of its character. That said, keeping the revs relatively high (2,000 – 2,500 rpm) going into a corner rewards the driver with some decent g’s coming out. One of the knocks against the 924 when it was introduced was that its cabin felt too VW/Audi in its austerity and materials, but, 50 years later, it feels wonderfully analog. There’s a certain charm in a 924 Turbo and this one is a good example of that. It’s just out to have fun. It’s not interested in winning Daytona or the Targa Florio like its 911 sibling and it certainly isn’t out to kill anybody like its contemporary 930. It gives the driver a seriously enjoyable driving experience without taking itself too seriously. It’s hard to walk away from the car without a smile on one’s face.

The sale includes a German-language owner’s manual, the factory toolkit, the original spare tire and jack, and a tire pump.