PORSCHE 924

hunned by purists for its Audi-derived four-cylinder, water-cooled engine and Beetle-based independent rear suspension, the 924 may have once been the cheapest route to putting the hallowed Porsche badge on your driveway, but there was nothing wrong with the components that went into it and the 924 was far from being a cheap compromise. It featured a rear-mounted transaxle offering close to 50:50 weight distribution, and throughout a production life that lasted from 1976 to 1988 there was a choice of petrol engines from the aforementioned 125bhp two-litre up to a turbocharged unit with the same displacement that ranged from 168-245bhp, plus the equally desirable all-aluminium 150bhp 2.5-litre. In addition, there were many modern features incorporated into the 924 during the 1970s that put other sports cars in the shade, such as zinc-coated on model and condition. Roadworthy examples vary greatly in price from around £5000, but generally expect to pay £7000+ for a low-spec car that is in good condition. You’ll need to budget far more, maybe around £15,000-£20,000, for a turbocharged model, but one of the real collectibles such as the Carrera GT (produced between 1980 and 1982) with its flared arches, spoilers and bonnet scoop can be £50,000+, so beware of copies. The early Martini logo’d 924 is a cool-looking limited edition, whereas the runout 924S from 1986 to 1988 is regarded as more modern and reliable, with improved soundproofing, a better sound system, upgraded roof guttering and an electronic boot release and sunroof.of. Jon Mitchell at JMG Porsche believes that despite the price rises, the 924 is still an unappreciated model that has yet to reach its full market value, with the 924 Turbo being potentially one of the best investment cars around. There’s a strong following for the 924, so parts suppliers include some big names such as Heritage Parts Centre and GSF. There are also numerous specialists who restore, repair bodywork, electric windows and