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approx 220 bhp coversion begins

924nutter

924nutter

PCGB Member
Many of you will know that I planned to "lay hands on" my 924 turbo. The new short engine has been stripped down and prepared for a rebore to +0.5 mm, and I am waiting for the engineering company to ring me to say it is ready. This is a brand new block with no miles on it, it has never been run. It has to go out to 0.5 because of the bargain piston set from ebay for £350 including rings, std mains and big ends. When complete the engine will have the new oil pump, crank rods etc etc and with the addition of a special cam and intercooler I am optimistic about seeing 220 bhp at the flywheel. Further updates as work progresses.
 
ORIGINAL: pauljmcnulty

220bhp in a 924. Can't wait for a ride in that! [8D]
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If you're around Silverstone 19 July, please do come & try it. My 924S with a 3L NA and a Vitesse MAF makes 184 at the wheels, which in old money is about 222.

John, sounds like a great project. Where are you putting the oil cooler? That caused some headscratching, and the cut open front valance we opted for is not the world's most elegant solution..


 
If you're around Silverstone 19 July, please do come & try it. My 924S with a 3L NA and a Vitesse MAF makes 184 at the wheels, which in old money is about 222.
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I will be there, would love a couple of passenger laps!
 
The oil cooler is staying where it is, I have another "dead 924t that I may scavenge the oil cooler from, and have one each side. The intercooler will be custom made and will be where the CGT cooler is but I think I can squeeze in a 3" deep core and make it longer and wider too. I already have the scoop for the bonnet and some Boxster S wheels. I will not be anything like ready by the 19th.
 
I'm trying to get out for the Aug 11th Silverstone evening....

I've got more than 220bhp in my 924....
 
You know what, you start a nice informative thread then all of a sudden it becomes a mine's bigger than yours. I will have the satifaction of knowing that the engine will be hand built by the best bloke I know when it comes to building 924 engines, me.
 
ORIGINAL: 924nutter

it becomes a mine's bigger than yours.
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Apologies, was not intended. OK, mine only makes 218, deal?

I always have had a soft spot for 931/932s (it's the jealousy of being able to find Fuchs wheels that would fit that car, but not the 924S), and I'm mad keen on anyone actually improving 924s..
 
Whilst I admire the concept of wedging 3 litres into a 924S, then chipping it, it does not give me the satisfaction of knowing that "it was all my own work guv". I could be wrong but isn't the 944 lump a good deal heavier than the 2.0? The crank alone, plus the weight of the steel cradle must offset any gains from the alloy block. No, give me a blown 924 ta.
 
The engine weight difference is 11 kg between 8v 2.5 and 16v 3liter,the latter is 175 kg, dry (source P Workshop Manuals).
Accorting to the Tech Specs, M31/04 dry weight is 165 kg. There's 10 kg in it then between our two 220 BHP engines, or .78% of kerb weight: The M44/41 crank is heavy, there's an extra cam right on top of the bleeding thing, but reduced oil quantity and Magnesium cam cover do offset some of the weight.

I had a similar exhange with BassGT on another forum, who thought I was, pardon the expression, a nutter for not going the 924 turbo route from a "bang for buck" point of view. If power had been my aim, he'd be right.

I'd love to be able to do something like you're attempting and say it was my own work, however I bet the "whilst you're there's", though fun, will outweigh any savings from an ebay piston set [:D]. I originally got the 924S to learn about handling set-up (with KW v3, mine's pretty adjustable) but found I needed more power for throttle adjustability..one thing led to another.

Can I ask which rods you're going to use?
 
I will get back to you on that. As far as I can glean from the factory manuals on the turbo family, the carrera GT was only different by a clear chill casting for the cam, and more boost coupled to the intercooler, so I have concluded that the std brand new 924 rods will be just fine.
 
Amazing how good they made the stock stuff in those days..

I checked some German language tech specs I have, and indeed, only variance for the M31/50 listed on internals, other than the cam finish process, were forged KS pistons and hardened tappets.
 
I have Kolbenschmitt Pistons, and new tappets so we will be close.The head was rebuilt 2006, and has been idle for two years whilst I sourced a flywheel sensor.
 
VAG AEB 20v turbo, with original engine management, K04 turbo (eventually). larger injectors and a front mounted intercooler - starting at 220bhp, but ultimately good for about 330bhp. Fitted using new mounts (as opposed to using the steel crossmember and 924 mounts, which should all line up perfectly) and a combination of 924 bellhousing and existing torque tube, although a 931 tube and a snailshell would suit me better.

I have the AEB (complete with Passat estate car) and a VW engine-swap fanatic mechanic - but I will need help, particularly with regards to the bellhousing and torque tube. Currently Im presuming that the 931 bellhousing and the 924S tube will fit together in theory (as a 931 TT will have a 25mm dia too): but quite a lot will only be finalised in practice.

Im certain that I will be asking for quite a lot of help. For example: how many splines are there on a 931 torque tube, please?


Simon
 
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