Porsche 924 Carrera GT (Work in progress)

Porsche rallied the 924 in 1978 and 1979 using a XXX aspirated version of the 1984cc and in 1979 16 cars were sent to the US to race in the SCCA D Production series. For the 1980 Le Mans race, 400 road-going variants of the race car needed to be sold

Carrera GT 210hp engine variant M31.50 - 406 made, red, black, silver
Carrera GTS 245hp engine variant M31.60 - 59 made, red only (except prototypes, white)
Carrera GTR 375hp engine variant M31.70 - 17 made, various colours
Carrera GTP 410hp 2.5l engine, AKA 944 GTP - 1 made

Trade £13-17,000
Private £11-15,000
Trade-in £10-12,000

In Germany the cars attract a small premium.

There are often CGTs for sale privately and at dealers and on ebay. The following cars are currently for sale:

Email CGT924@hotmail.com if you would like a link to your advert listed here

Ricky Caesar runs the register at the PCGB. Famous previous owners include Derek Bell, Walter Rohrl, test driver for Porsche, and Lord March (Goodwood), Pauk Young (oh the shame)

• Front engined, 1983cc watercooled in-line four cylinder
• Five speed manual, RWD
• 210hp @ 6,250rpm, 203lb/ft torque @ 3,000rpm
• 1,180kg kerbweight
• 0-60 6.7 seconds, top speed 150mph

The CGT uses a turbocharged version of the 924's 1984cc engine with an intercooler. A normally aspirated 924 makes 125bhp, the type 931 turbo 175bhp, and the addition of an intercooler brings the CGT up to 210bhp. Apart from lighter pistons, most of the engine internals are common to the 931, which itself shares the majority of its parts with the 924.

Where 924 or 931 parts are not used, parts from the 911 are often employed. The CGT's 210 BHP goes through a 911 clutch plate, a 931 torque tube and transaxle (strengthened using 911 syncromesh rings), to 911 Fuchs wheels.

Externally the 937 is similar to a 931, but with wider polyeurethane wings at the front and rear, and a polyeurethane hood scoop. These, slightly lowered suspension, and the Fuchs alloys give the 937 a much more purposeful stance than a standard 924 or a 931. Inside the cabin the CGT is surprisingly comfortable, with electric mirrors and windows, and A/C and a large lift out sunroof (UK models only) as options.

Only red, black, and silver CGTs were made, GTSs were only available in red. Only the styling exercise and full race cars were white.

Standard 1984cc Porsche 924 block, standard 931 alloy head and camshaft. Uprated alloy Mahle pistons.

KKK turbocharger, running at XXX bar. Top mounted XXX intercooler

931 transaxle with dogleg first (down and to the left) gear. Strengthened synchromesh rings and pinion. Ratios: 1,2,3,4,5,R

Fuchs alloys: 7Jx15 front, 8Jx16 rear.

The CGT was available in black, silver, and red only. From front to back it has: Polyeurethane front spoiler, wings, and bonnet scoop covering the intercooler. Optional sunroof, Polyeuretheane add on covers for the wider rear wheels, thinner rear glass hatch and 944 spoiler. GTS versions had aluminium doors. Inside, the 937 is the same as the 931 but with bucket seats, and is available in black velour with red pinstripe only.

Chassis number, which should be WPOZZZ93ZBN700 then 001 to 406
Engine number, which should start 3150
Langerer & Reich intercooler on top of the engine
Polyeurethane bonnet scoop, front spoiler, front and rear wings
Black and red pinstripe velour trim
Fuchs alloys
Plastic ducts under the front of the car feeding air to the brakes
Yellow 924 Carrera GT sticker on the right side of the engine bay
Thinner than standard rear hatch glass
Large rear spoiler with red PORSCHE script in the middle in red
84 litre fuel tank
937 rear spoiler

If the brake ducts, yellow sticker, or thinner rear hatch glass are missing, check for crash damage.

937 replicas are common, given the visual similarities and the £10k premium to the similar 931. Although less common now than in the 1980s, bolt on fibreglass panels are available to make a 924 or 931 look like a CGT. Replica Fuchs alloys are also easily available. The internal trim is unique to the 937 and therefore is very difficult to recreate. If the replica is to be cosmetic only, the work stops here and I would estimate would cost about £2.5k plus the cost of the donor. To produce a full replica of the CGT to original performance spec requires an intercooler, strenghened transmission components, and uprated suspension, all of which might cost £2-3k on top of the cosmetic work.

Therefore, a full replica CGT might be expected to cost £9-10k including a good 931 donor. Given that a real CGT is probably available for £12-14k, it is clear that somebody who wants the CGT look and performance is probably better to spend the extra money on a real example, unless he can do most of the mechanical and fabricating work himself, saving a significant part of the cost. I know of two CGT replicas built by serious racers based on 931s and they are both probably perform better than genuine CGTs. You pay your money...
http://www.porschepalace.com/924gtpg.htm<

Samco hoses (link)

Suspension, springs, dampers

Engine mount failure is common on the 924. OEM and pattern part mounts (part numbers) are not easy to source but uprated mounts are available from Vibra-Technics in the UK for about £75 each

Power. Clutch: http://www.lmperformance.com/9071/72.html
Flywheel: http://www.lmperformance.com/15053/.html

Europerformance parts: http://www.europerformance.co.uk/pages/products/search_car/product.mhtml?car=porsche924
http://www.westwerks.com/resources.htm

Braided brake hoses XXX

Replacement body parts

Interior. The rev counter can be placed in the middle of the three slots in the binnacle by following the instructions here XXXX. In order to put the odometer to the right of the rev counter you need a cable extension, which is available here...

Pistons

• 924board.org
• PCGB
• www.porsche924ownersclub.com
• http://www.porsche924-owners-club.co.uk/
• www.porscheracingdrivers.co.uk

Many parts for the 937 are interchangeable with other VAG and Porsche models. A list is provided here. Please let me know if you know of any more.

Colin at 930 Motorsport

Strasse

Charlie Marsland Home: 01732 848 323 (eves 7-9), email: 911carrera32@porscheclubgb.com

If you would like your garage added to this list, please email CGT924@hotmail.com

Runs on 98 octane unleaded and semi-synthetic 15W-50 oil is recommended. Oil consumption is about 500ml per 1,000 miles. Service intervals are every XXXX miles.

Finding a garage to maintain a CGT can be a bit hit and miss because although fundamentally similar to the 924, the 937 has a number of parts and tuning characteristics peculiar to the car and these can be missed by mechanics (understandably given that there are certainly fewer than 75 examples in the UK). However, this should not be the case since a Haynes manual or similar and easily available Porsche PET parts catalogue will facilitate any CGT repair. Any issues I have had with garages stem from assuming the 937 uses all 931 parts (ie not checking part numbers). A list of garages with experience of the 937 is here.

Replacing the clutch is a £1,000 job because on any 924 the gearbox must be dropped to allow the torque tube to be moved back to enable a new clutch plate to be fitted. It is apparently possible to cut out a small section of the body in boot to allow the gearbox to be moved back sufficient to provide access to the clutch plate, after which the section is welded back in. In either case it is a good idea to have the gear linkage bushings replaced while the gearbox is out.