Copperman05
New member
Saw this at Classics at the Castle last Sunday.
Edd
Edd
924 Carrera GT
- Thread starter Copperman05
- Start date
They do look so much more aggressive than a 944
Looks great condition.
There was one at Donington previous weekend also red.
Mike
Looks great condition.
There was one at Donington previous weekend also red.
Mike
ukmastiff
New member
Here's a pic of me sitting in it at a Herts Porsche meet, yes I know the car is far better looking than me !
The car is beautiful inside as well as outside and Graham drives it to shows and meets etc so it's no garage queen. He assures me it's a very nice drive too but sadly I havn't driven it so will have to trust him on that one. The pic was taken to be used as a wind up since folk kept saying what's your next car going to be Mas[
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DivineE
New member
You know for me its a bit like the mk1 / mk2 golf argument. I know the mk1 golf is a purer car and better to drive, in my head I'd have it over a mk2 but in the end the mk2 just looks/feels like a better balance of car to own for me and I prefer the looks so I'll take a 944 turb I'm afraid.
MRGT
New member
ORIGINAL: 944 man
Nice. Im about to do this to my 924S. I have also secured a forged large port 20 valve VAG turbocharged engine and am about to find out why no one else has done this yet.....[
I am a big fan of the VW group 20V turbo engine having run a modded Octavia vRS for a couple of years(approx 280 BHP, but know of people with a LOT more) , please keep us informed of progress
Howard
DivineE
New member
ORIGINAL: 944 man
Nice. Im about to do this to my 924S. I have also secured a forged large port 20 valve VAG turbocharged engine and am about to find out why no one else has done this yet.....[
What a fabulous idea! I think this project deserves a thread
There are guys running near 550hp with those 1.8t units now! That would turn a few heads at a track day!!! What are you doing for the gearbox?
Hilux
New member
ORIGINAL: 944 man
Nice. Im about to do this to my 924S. I have also secured a forged large port 20 valve VAG turbocharged engine and am about to find out why no one else has done this yet.....[
Top man.........................[8D]
S`wat I`m into. Do you read 'Retro Cars?
I have had so little time this year to get the Mk1 up and fully running with a 2.0L 16V its very frustrating but if its the 225bhp Audi 20vT and you `tweak it` you`ll have a PTW ratio that will make it a rocket ship on wheels as some are running 400bhp. The 5 cylinder is very powerful but heavy.
Club GTI is a great source of info and advice (on the engine anyway)
If you need a bell house/torque tube adapter then design your own here
Hilux
New member
Didnt see that bit...................amazing .........................................however they run around 400bhp completely reliably
If I ever get the 2.0L 16v running it`ll be short lived as I`ve been in a Mk 1 with a tuned 1.8 20vT and you need to spend serious supercar money to stay with it
Whatever, we MUST be kept updated as its a sound idea for a project - you`ve got me thinking now.............[
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sawood12
New member
Yes, separate thread on this please. If I don't go down the route of another road car I've hatched a concept in my mind for a potential dedicated trackday car based on a VAG 20v turbo'd 924 with 968 gearbox and Torque Tube - of course done up to look like a CGT. The only way I can think of to get a circa (or sub) 1000kg car. Inspired by Hilux's treatment of his mk1 Golf.
944 man
Active member
I intend to keep the original 924S transaxle for as long as it lasts. If/when it succumbs I think that I will opt for a late 250 part, with an oil cooler and a 40% diff. Id intended to use a six speed transaxle from the outset, but their high value and relative scarcity put me off. Theres a very good chance that several clutch housings and VW gearbox cases will be sacrificed before we have a working bellhousing, and the cost and difficulty incurred using 968 parts makes me wince. Id like to emulate the 968s access port though... A 931 transaxle is tempting too: I like their heritage and their dogleg layout, but the costs of parts and their age now concerns me.
The engine I have (well: the whole car actually) is a late throttle cable AUDI A4 1.8T, which benefits from a longitudinally mounted large port 'AEB' engine (the AEB is the engine/head that is most desirable, due to the port size). It currently produces 150BHP with its small turbo and injectors and steady map. If you move up to a K04 turbo off a 225BHP car, with injectors to suit, over 300BHP is easily attained.
Thats a brilliant link Paul, thank you. I had been about to say that the 'bellhousing' would be a b*stard amalgamation of a 944 clutch housing and a VAG gearbox. All VAG engines use similar bolt patterns (4-cyl & muti-cyl, but the only one used by Porsche is 924/931 common with the AUDI 5-cyl, hence the small number of conversions using this engine), which means that any alloy cased four cylinder gearbox will fit to the engine. To join the two together we were going to cut and join the aforementioned gearbox case and 944 alloy clutch housing, using trial & error, special parts (the head of a torque tube and an old 944 clutch) great patience, a large supply of cheap parts, coffee and zen philosophy. Compared to this, changing the clutch fork from a push to a pull, or vise versa, will be easy (hydraulic thrust bearing off a modern car) and the fellow doing much of the work had fitted every VAG car/engine combination going, so mounts wont phase him.
Other details are pretty similar to my track day 944. All seats out apart from the rear squab. All stereo equipment removed. All carpets and sound deadening removed, but a very thin 'Clubsport' type carpet fitted. Window regulators removed (and gutted if a full cage is fitted, or GRP doors, if theyll fit). Electric hatch release removed and replaced with a T-pull. Electric sunroof mechanism removed (I may have the roof cut off and a non-sunroof roof which I have welded on instead, but again, only with a full cage). Glass hatch replaced with polycarbonate. Side windows replaced with polycarbonate, all fixed and without sliders, with clear NACA duct ventilation via hoses. Light-weight Odyssey battery. GRP front wings, 'PU' and bonnet. Im about to experiment with a perspex front screen and if its reasonably successful then I will replace it with polycarbonate. Standard rotors with watercooled 911 radially mounted calipers & adapters (and cockpit mounted bias lever).
If anyone has any 8" and 9" x 16" Fuchs <£500, then please let me know. Ive sold so many for this price in the past and Im kicking myself now.....
Simon
The engine I have (well: the whole car actually) is a late throttle cable AUDI A4 1.8T, which benefits from a longitudinally mounted large port 'AEB' engine (the AEB is the engine/head that is most desirable, due to the port size). It currently produces 150BHP with its small turbo and injectors and steady map. If you move up to a K04 turbo off a 225BHP car, with injectors to suit, over 300BHP is easily attained.
Thats a brilliant link Paul, thank you. I had been about to say that the 'bellhousing' would be a b*stard amalgamation of a 944 clutch housing and a VAG gearbox. All VAG engines use similar bolt patterns (4-cyl & muti-cyl, but the only one used by Porsche is 924/931 common with the AUDI 5-cyl, hence the small number of conversions using this engine), which means that any alloy cased four cylinder gearbox will fit to the engine. To join the two together we were going to cut and join the aforementioned gearbox case and 944 alloy clutch housing, using trial & error, special parts (the head of a torque tube and an old 944 clutch) great patience, a large supply of cheap parts, coffee and zen philosophy. Compared to this, changing the clutch fork from a push to a pull, or vise versa, will be easy (hydraulic thrust bearing off a modern car) and the fellow doing much of the work had fitted every VAG car/engine combination going, so mounts wont phase him.
Other details are pretty similar to my track day 944. All seats out apart from the rear squab. All stereo equipment removed. All carpets and sound deadening removed, but a very thin 'Clubsport' type carpet fitted. Window regulators removed (and gutted if a full cage is fitted, or GRP doors, if theyll fit). Electric hatch release removed and replaced with a T-pull. Electric sunroof mechanism removed (I may have the roof cut off and a non-sunroof roof which I have welded on instead, but again, only with a full cage). Glass hatch replaced with polycarbonate. Side windows replaced with polycarbonate, all fixed and without sliders, with clear NACA duct ventilation via hoses. Light-weight Odyssey battery. GRP front wings, 'PU' and bonnet. Im about to experiment with a perspex front screen and if its reasonably successful then I will replace it with polycarbonate. Standard rotors with watercooled 911 radially mounted calipers & adapters (and cockpit mounted bias lever).
If anyone has any 8" and 9" x 16" Fuchs <£500, then please let me know. Ive sold so many for this price in the past and Im kicking myself now.....
Simon
Hilux
New member
A VERY simple method of joining blocks to boxes is a simple ring of the correct spacing with drillings to suit welded to the cut down bellhousing.
Before I turned my G27 into basically a Griffith but much lighter, the previous owner used this principle to mate a T9 box to the rover engine before I fitted a T5
.JPG)
Before I turned my G27 into basically a Griffith but much lighter, the previous owner used this principle to mate a T9 box to the rover engine before I fitted a T5
Any use?
George Elliott
New member
This is a really interesting thread - I have never considered a 1.8T 20v for the 924 /44, its a great idea.
I had one of these in an A4q in 1998, at the time MTM were quoting £17k to take it to 300bhp. I could not stretch to that but the car had huge potential, I think you could ski behind it on a wet motorway!
Can I float an alternative engine option which may be easier in some ways. The VAG engine advantages are, its bullet proof, relatively available, proven to high levels of tune, compact, but it is a cast iron unit so its not light weight, and the bell housing is going to be a challenge - and it needs to be straight and strong to be reliable.
What if, a 944 2.5 block - was re-sleeved to 2100cc. It has a tremendous bottom end, standard bell / clutch setup, stronger cylinders with closed deck and ring seals, It has 16% flow or capacity increased: valves, ports, manifolds, intercooling, throttle body, water cooling, bigger turbo, exhaust. Imagine a Vitesse setup, ball bearing turbo etc. (Or 1700cc gives a 32% increase but the bore/stroke may become too long). Plus the smaller, lighter rotating mass would rev better.
It is also an aluminium engine (apart from the new liners) but while it is much the same weight as the VAG unit it has a stronger bottom end IMO. You could also have a matching numbers car.
In the past, there have been good tuning developments based on big capacity, but there have been challenges associated with the demands of bigger capacity - perhaps in future there will be a different approach.
Just a thought.
George
944t
I had one of these in an A4q in 1998, at the time MTM were quoting £17k to take it to 300bhp. I could not stretch to that but the car had huge potential, I think you could ski behind it on a wet motorway!
Can I float an alternative engine option which may be easier in some ways. The VAG engine advantages are, its bullet proof, relatively available, proven to high levels of tune, compact, but it is a cast iron unit so its not light weight, and the bell housing is going to be a challenge - and it needs to be straight and strong to be reliable.
What if, a 944 2.5 block - was re-sleeved to 2100cc. It has a tremendous bottom end, standard bell / clutch setup, stronger cylinders with closed deck and ring seals, It has 16% flow or capacity increased: valves, ports, manifolds, intercooling, throttle body, water cooling, bigger turbo, exhaust. Imagine a Vitesse setup, ball bearing turbo etc. (Or 1700cc gives a 32% increase but the bore/stroke may become too long). Plus the smaller, lighter rotating mass would rev better.
It is also an aluminium engine (apart from the new liners) but while it is much the same weight as the VAG unit it has a stronger bottom end IMO. You could also have a matching numbers car.
In the past, there have been good tuning developments based on big capacity, but there have been challenges associated with the demands of bigger capacity - perhaps in future there will be a different approach.
Just a thought.
George
944t
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