PORSCHE CLUB OF AMERICA - YELLOWSTONE REGION$110,000 Porsche Cayenne Turbo and wahhh my life is so...

3Old Faithful Porsche

PORSCHE CLUB OF AMERICA - YELLOWSTONE REGION

Old Faithful Porsche is the official newsletter of the Porsche Club of America - Yellowstone Region.

2016 Yellowstone Region Executive BoardDirectorStan Siegel(307) [email protected]

DirectorMike [email protected]

DirectorRusty Brown

WebmeisterKed [email protected]

DirectorDwight [email protected]

DirectorKristy [email protected]

PresidentScot Anderson(307) 734-6006scotthomas@hotmail.

Vice PresidentNewsletter EditorGreg Wallace(307) 200-1924 [email protected]

Secretary Pat Siegel(307) [email protected]

DirectorEric Weber(307) [email protected]

Cover Photo Yellowstone Region PCA lines up in front of the Butte Brewing Company for a lunch break on our Summer Tour 2016

Newsletter ContentsPresident’s Message ......................................................4Classifieds........................................................................5The Chronicles of Sebring............................................6Take Two..........................................................................9

Spring Fling ..................................................................10Membership..................................................................17Advertiser Index ........................................................18



President’s Message

Life’s Lessons

I picture life as a series of windows, you know, theframed glass kind you can look through with the woodslats crisscrossing through the center. They open andthen, after a while, they close. Sometimes they openfor a long time and sometimes only for a brief moment.As I stand in the middle of my living room, I’msurrounded by windows swirling around me. They’relike the chapters in my life, passing by ever so quickly,here today and gone tomorrow. It seems with everywindow, there is always such great opportunity. WhatI don’t realize, however, is that those windows, eventhough they come with many surprises, they also comewith great lessons.

In 2006, I bought my first Porsche, a 1987 speed yellow911 C4S cabriolet. I was so happy to buy that car. It wasmy favorite color and looked so cool in pictures. It wasa long awaited dream come true. Unfortunately, thebeauty was only skin deep. I never expected it wouldcost me so much in repairs. Looking back, I shouldhave taken Brian Moore’s advice to sell the car before Igot in too deep. But I was blind and in love andnothing could sway my infatuation. Upgrade afterupgrade, I kept on, a new transmission here, a rebuildthere, some coil overs and of course a new exhaust.Having spent more on the vehicle than its purchaseprice was certainly an eye opener. The highlight ofowning the car of course was going to Red Lodge,Montana with the Yellowstone Region Porsche Club.My Billy Boat exhaust “burbling” on the way down themountain was the sheer pleasure I will never forget and

makes me yearn to have that car back for a repeatperformance. As expensive as it was, that car inspiredme in all its’ bright yellow glory. What I didn’t realizewas that car helped me to seek happiness, fun and allthe joy that life has to offer.

Just last week, I was in a local hardware store. It was30 minutes before closing and I needed to buy somepaint. I stood in line as any patron would do waitingfor the paint department. I was the second person inline and thought my wait would not be long. I noticedthe other employees standing around talking to eachother and continued to wait patiently. Needless to say7 minutes later, the one employee helping the onlyother person in line had to call for assistance beforesomeone actually came over. I realized my patiencedid not help me very much that day and when Ireturned home, I had to vent to my friend. “You’re notgoing to believe what happened to me today,” I began.As the steam poured out my ears, I continued my rantand my friend asked me if my dog had to wait in thecar. “Yes,” I shouted, “a whole 7 and half minutes,” asI realized and continued to explain his wait was in a$110,000 Porsche Cayenne Turbo and wahhh my life isso hard. Needless to say we both began laughing. Thatwas the day I realized humility is golden butassertiveness is key.

In 2007, I became the Vice President and EventCoordinator for the Yellowstone Region Porsche Club.It all started with my friend Anne Fish who wanted toput together our first road rally. As I recall it was ascavenger hunt that made for a great afternoon,finished by an after party at Dornan’s. Little did I knowthat would lead to the next 7 years planning, executingand creating Porsche events for the club under theleadership of Ken Koop. When he stepped down in2013, I continued in the position of Event Coordinatorbut also took his place as the President. The years wentby faster than I care to remember, but to my enjoymentfriendships were created quickly. As I have come torealize, there is safety in numbers, a car is only as goodas the person behind the wheel, and with time, comeschange.

Sadly, that time has come. After 11 years, I stand beforeyou to bid you farewell. My term ends June 1st of 2017and I want everyone to know it has been an absolutepleasure to serve each and every one of you.Hopefully, the adventures will continue and this is onlya changing of the guard. However, as this windowcloses, it leads to the opportunity for someone else toshare the joy of leadership, the surprises that come with



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ClassifiedsPurchased certified pre-ownedat Ken Garff in SLC Nov. 2014, Iam second owner. With only27,000 miles my Red Rocket isin "like new" condition and stillhas the "new car" smell. InCarmine Red and Black leather interior, red seat belts,Instrument dials in Guards Red and the Porsche crestembossed on the head rests, this car has ALL the bellsand whistles including an invisibra. The originalsticker price, $114,470 is listed in photo section.Purchased the Porsche 100K extended warrenty for anadditional 2K(this transfers to new owner). Newsummer tires spring '16 on 21" rims with only 850miles, as well as a winter set of 19" rims w Blizzaksnows( like new) keeps you on the roads no matterwhat the conditions are. Selling to downsize to avehicle that will take the heat and run the sandy roadsin Baja. Feel free to call me for a look in person.Contact me if interested, for links/additional photos. Betsy Rudigoz 360-908-1953 Victor IDAHO.

Classifieds

new creativity and ultimately the lessons that are sovaluable in all that we do.

On March 15th, 2017, the Yellowstone Region PorscheClub is catering a full dinner at the Jackson HoleRoasters restaurant in Jackson from 6 PM to 9 PM. It isa “call to all members” to thank them for theirparticipation in the club and a “call to all members” toelect a new president, as well the other positions thatare available. We are also looking for a new treasurer,secretary and director. I hope each of you will considerthese positions in order to continue the Club and I hopeeveryone will show up so that I can thank youpersonally for the past 11 great years.



Sebring hates my car!

Well, maybe not just my car, but I haven’t been toolucky there lately. As they say: Do you know whythere’s just a 12 hour race at Sebring? Because nocar can last 13!

A couple of people have asked me to chronicle myrecent track days there and I thought I’d also useit to dispel or confirm some popular PorscheMyths.

Last year in May I went to the third DE of the yearat my favorite track: Sebring.

Because in the past I had had issues with brakefade (now that I was getting better and faster) I haddecided to upgrade the brakes on my Boxster.

I found a nice set of 996 front calipers from adismantler, rebuilt and painted them and installedthem on my car together with new 996 cross-drilled rotors. I figured that since I had upgradedthe fronts, in order to maintain balance I couldupgrade the rears by installing my original frontson the rear. These calipers had larger pistons andbrake pads. They are a perfect drop in and I hadheard from a couple of people who had alreadydone it. Unfortunately the early Boxster’s rearrotors are also used for the emergency brake, sothere are not as easy to upgrade (upsize) as thefronts.

So, I’m now at Sebring and bring my car to TechInspection. The Chief of Tech (who is also aBoxster owner and racer) immediately looks at mybrakes and says: “You upgraded your fronts!Good. But I see you put your old fronts on therear.” Then he looks at me and emphatically says:“It don’t work”.

I responded that my eyeballs would almost popout of my head when I applied the brakes on myway up to the track. I told him that my car wasbraking better than ever and that I was sure that Icould out brake the 996s because I had a lighter carwith their same brakes.

He again stated: “It don’t work”, and went on tosay: “But don’t worry, it takes about a year and ahalf to get fast enough here at Sebring and thenyou’ll see it don’t work”.

I passed Tech Inspection and when my group wascalled to grid, I decided that since I had a newbraking system, I’d line up last so no one wouldbe behind me.

Our group got the green flag and we all took to thetrack. The first couple of laps were warm up lapsso they weren’t that fast. We were gettingreacquainted with the track and it started allcoming back. The tires and the engine were nowup to temp and we were now going much faster.

On lap 3, as we’re heading down the front straighteverything seems good. The car is planted andstable. I go wide right at the end of the straight,brake hard at the second marker, turn left andhead for the blind apex on turn 1, I drift out to turn2, which is just a kink and then to 3 pressing hardon the brakes.

The Chronicles of Sebring: by Pedro P. Bonilla Gold Coast region PCA

The Clutch, the Brakes and the Engine.Dispelling or confirming some Porsche myths.

continued on page 8



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tires and tools to Sebring, so my question waswhether I could make it back home without aclutch and towing a trailer. I though about it for awhile and decided to give it a try. I live 120 milesdue south of the track, just off US 27 and I figuredthat there were maybe 5 or 6 stop lights and if Itimed them right by slowing down when theywere red, I could clear them all.

It turns out that there are 17 traffic lights betweenthe track and my house. I was able to time it rightfor most of them but on 2 of them I had to come toa complete stop.

So, I shut the engine down, shifted into 1st gearand waited for the light to turn green. When it didI turned the ignition switch and the car started andlurched forward immediately. I was then able toup and downshift by rev matching without anyissues.

MYTH #2

If you have no clutch you have to flatbed yourcar.

I guess that one’s busted too. If you’re careful andrev match you can drive safely some distance. Iwould not recommend city driving with no clutch,but on a highway it was fine.

Wow! These brakes are great, I think to myself.

I pick up speed again through 4, 5 and 6 and headfor the hairpin (7). The car still feels good. I’m intotriple digits and again I hit the brakes hard. Thecar slows down perfectly I make the right handerand get set for the back part of the track.

No problems with 8, 9, 10, 11, 12 or 13. I’m goingfor it!

To me, a good lap at Sebring is going throughBishop’s Bend (14) without lifting.

I hit Bishop’s flat out. 15 is coming up fast! Istomp on the brakes but I’m still carrying toomuch speed. I don’t worry because I can trailbrake. I’ve done it before, no big deal. But, justbefore the apex I felt the back end of my car breakloose and I knew what would happen next. Bothfeet in and I went for a spin.

Since I was the last car on that lap I wasn’t in anydanger of being hit from behind. I was able tokeep the car on the track, but since I had spun Imade my mandatory trip to pit lane to talk to theMarshall.

Lo and behold, it’s our Chief of Tech, now actingas Marshall. I put my head down as I come up tohim, expecting to get a lecture, but he just said:“Holy cow! That’s the fastest year and a half I eversaw”. “Were did you spin? on 15?” “I told youthose brakes don’t work”.

MYTH #1

If you upgrade your Boxster’s front brakes with996 brakes, put your old front calipers on the rear.

We busted that myth. The simple reason is thatbecause the Boxster is so well balanced when youtrail brake, if the rears lock up even for a fractionof a second before the ABS kicks in, it may be toolate to save it.

I have since then replaced my old (smaller) rearcalipers and left the 996 fronts and the car isperfect.

On the last session of the day, after having runwithout any other issues, I lost my clutch justbefore 16. Luckily there’s a lot of runoff there andI limped back to the pits without a clutch.

I had towed my little track trailer with my trackcontinued on page 12



The Porsche 924. Using Volkswagen suspension,brakes and steering, Porsche’s second attempt atmaking an affordable car for the masses started asa very valiant effort. Unlike the 356, 911, 912 and914 with an air cooled mid or rear placed engine,the 924 had a front water cooled unit, however, itdidn’t have the Porsche feel enthusiasts loved.

The 924 was designed by Porsche to be aVolkswagen, unlike the 914 that was embodied byKarmann, designed from Volkswagens “big car”the 411 and designed to be a Porsche. The idea forthe 924 started in 1970 when Rudolf Leiding tookover Volkswagen. Having just acquired Audi/NSU from Mercedes, Volkswagen was strappedfor cash. In addition to the Beetles waning profits,and the lack of success of the 914, Rudolph neededa new car design and readily handed over thedevelopmental engineering to Porsche.

With continued cost saving strategies, Rudolf setVolkswagen on Baukastenprinzip – which meansa “building block principle.” This new strategywas a first for VW that set out to use a relativehandful of components for a number of differentvehicles.

It was also Dean Batchelor, managing partner forthe Volkswagen-Porsche joint venture, whodecided the new project, code named EA425,would be the beginning of the 924 and would belabelled as a Volkswagen. However, HerrBatchelor had some requirements, eight to beexact. He insisted the new sports car have interiorspace similar to the 911’s, have 2+2 seating, a“useful” trunk exist within the vehicle, havegreater comfort than what was offered by the 914,sit on independent suspension at all four corners,have a maximum use of high-volume VWcomponents, and be a front engine design similarto Porsche’s 928 that was currently beingdeveloped.

The engine for the 924 was a Volkswagen designbuilt by Audi that was also destined for theupcoming Audi 100. Plans for the vehiclecontinued into 1973 when the VW-PorscheMarketing firm had disbanded. As Volkswagenfooted the bill for the development of the vehicle,it was only fair that the 70 million dollar

Take TwoBy Scot Anderson

continued on page 11

A Call to All Members...

The Yellowstone Region Porsche Club

Spring Fling is on us.

Wednesday at 6 to 9 PM March 15, 2017

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Join us for an appreciation dinner and to seek new board members!!!

FOOD AND DRINK PROVIDED



investment belong to VW and soon the 924became a Volkswagen project. It made sense also,as VW had 2000 West German Dealers and VW-Porsche had only 200 outlets, that the vehicle belabeled a Volkswagen and be sold via it’sdealership network.

However, that all changed in 1974 when RudolfLeiding suddenly stepped down from thecompany. His replacement was Tony Schmucker,a former Ford Europe Executive, who decided the924 would be shelved as the OPEC oil embargo ofthe 70’s was killing the sports car market.However, Porsche didn’t like that option with allthe time they spent to design the car and ended upbuying the production rights for 60 million dollars.Porsche sweetened the deal by allowing theAudi/NSU plant in Neckarsulm to build the car.

The final development of the vehicle was todetermine the placement of the transmission. Itwas engineer Jochen Freund that designed a reartransaxle within the EA425’s cost constraints. Withhis design, Freund created the front engine, rearwheel drive design that the vehicle would beknown for. In addition, to the liking of Porschethemselves, a rear transaxle allowed a more evenfront to rear weight balance that minimized thedangerous oversteer of typical front engine, frontdrive cars.

The manual transmission offered had fourforward ratios driving through a single plateclutch. The engine used was an overhead-caminline four cylinder with aluminum heads and acast iron block. Total output was 1984 cubiccentimeters (121.1 cubic inches) and sipped fuelvia Bosch’s K-Jetronic injection system. Installationwas at a 40 degree tilt making it a “slant four.”When the vehicle came to America, it had 95 hp(down slightly from Europes 125 DIN). Powered

remained the same for all 50 states. The vehicleused a catalytic converter to meet the Californiaemissions standards.

Porsche continued with VW’s building blockprinciple Baukastenprinzip. As was part of thedeal in taking over the production rights, Porscheused chassis pieces from the VW corporate partsbin. The front suspension, comprised of lower A-arms, came from Volkswagen’s Golf and Rabbitmodels and the coil spring MacPherson strutscame from the Super Beetle. At the back end of thevehicle were torsion bars and semi trailing armsthat also came from the Beetle and half shafts thatcame from Volkswagens utility vehicle “TheThing.” Steering came from the Golf/Rabbit pairas a rack and pinion system. Brakes were frontdiscs from the Beetle and rear drums were pickedup from Volkswagens K70 sedan.

The variety of parts seemed to work together well.At least according to Car and Driver, who declaredthe 924 was “still a non-conformist in the bestPorsche tradition.” The 924 was rather distinct forthe times. The grille-less nose, typical of Porschestyling, arched to the rear of the vehicle. The largerear glass that tied the vehicle together allowed fora hatchback design giving access to the luggagecompartment. All 924’s had color matchedbumpers. The American versions had 5 mile perhour bumpers that extended further from thebody on hydraulic struts. The 924 was ten inches

continued on page 14



It turned out that the clutch slave cylinder was thepart that failed. I decided to fix it but also I wantedto do a few more things to my car because the nexttrack event would be in September, again atSebring and I wanted to be there as well.

Since my car had just turned 196,000 miles Idecided to drop the transmission, take a look at myoriginal clutch and take care of the Rear Main Seal(RMS) that had been leaking for a while. I alsowanted to look at my Intermediate Shaft Bearing(IMS) which is one of the weak points of the M96engine which most Porsches from 1997 through2009 share.

So, the tranny comes down, we pull the clutch andflywheel and find the expected RMS leak, and anunexpected IMS Bearing leak.

So, it’s now time to also install the IMS BearingRetrofit. Ouch! The original bearing, once pulled,already showed signs of wear and had substantialplay that could be easily felt.

MYTH #3.

Our M96 engines are doomed and they will allexplode.

Another one busted. With close to 200,000 mileson the original IMS bearing, we were able to catchit in time and replace it with LNE’s Retrofit. It canbe done without removing the engine from the car,just the transmission.

With the retrofit in place, we also replaced the RMSand took a look at the clutch, which, with 196Kmiles, was by now paper thin. So, a new clutch kitwas also in order. When we went to install theDual Mass Flywheel, we found a problem.

The elastometer (rubber portion) which dampensexcessive vibration had been completely damagedby the many years of oil from the RMS leak. Timefor a new flywheel as well. Ouch, ouch!

MYTH #4

If you have a rear Main Seal leak, don’t worry, itcant hurt anything but your garage floor.

Left unattended, a RMS leak will damage yourDual Mass Flywheel (which is not inexpensive).

Now the car was perfect again and I was lookingforward to the next DE at Sebring in September,

which was a two day event ....

Come back next issue and you can find out ... “therest of the story”.

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Pedro

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longer than the 911 and had 2+2 seating, anotherPorsche trait. The vehicle was sleek in its designand sat low in typical sports car style. Althoughaerodynamics was not a big concern in the 70’s,the 924 had a drag coefficient of 0.36. At that time,it was the lowest coefficient in the world for aproduction vehicle.

The interior of the vehicle was also in Porschestyle. The dash housed a large centralspeedometer, a tachometer on the right, and a fuellevel and coolant temperature dial on the left. Andin Porsche form, bucket seats with great side

bolstering were standard.

On its US debut in 1977, the 924 carried a baseprice of just $9395, versus $15000 for the 911.However, the base 924 had fewer standardfeatures than the 911, and hard to believe, moreoptions as well. Checking the boxes can give youair conditioning ($548), leather upholstery, anautomatic transmission, stereo radio, metallicpaint ($295), a removable sunroof ($330), front and

rear antiroll bars ($105), headlamp washers, rearwindow wiper, tinted glass, the radio prep

package that included three speakers and anantenna ($105).

There were also two option groups that wereavailable. Touring Package I upgraded the tiresfrom 165/70HR14 with 5.5 inch wide allow wheelsto 185/70HR14 and 6 inch wide allow wheels, theradio prep kit and a leather rimmed steering wheelfor $345. Touring package II added to TouringPackage I the headlamp washers, a right doormirror and a rear wiper for $240.

Road tests for the 924 showed zero to 60 mphtimes of 11 to 12 seconds and a top speed of 110mph. Fuel economy for the vehicle was in the 20to 22 mile per gallon range. Road and Track gavethe thumbs up to the Porsche compared to theleading competition the Alfa Remeo Alfetta GTand the Datsun 280z. The editors of Road andTrack praised the Touring Package II and the fullyoptioned 924 on the track for its balance, stability





in cornering and light steering.

Road and Track was not as keen on the base 924,however, as it didn’t handle as well as the fullyoptioned vehicle. Obviously the wider tires andanti-roll bars went a long way to improve thevehicle. Road and Track did have two negativesfor the vehicle, the first being a rather loud engineand bouncy ride over rough surfaces.

Porsche responded quickly with updates. By mid-1977, Porsche bumped up the horsepower to 110bhp via a higher lift cam, larger intake valves,modified pistons, advanced timing and highercompression on the automatic transmissionequipped vehicle of 8.5:1. In 1978, Porscheintroduced a 5 speed Getrag transmission for themanual equipped 924. Porsche also continued torequire the 91 Octane for the car.

Road and Track still complained about the enginenoise and mediocre performance in the 1978model. The editors believed middle of the roadperformance was unacceptable for $10,000 sports

car, especially a Porsche. A later comparisonconfirmed Road and Tracks analysis whencomparing the 924 to its competition, the Datsun280zx, the Mazda Rx7, and the Chevrolet Corvette.Although the 924 won six first place awards, morespecifically braking, handling, visibility, exterior fitand finish, interior styling and exterior design, the924 took third place ahead of the Vette forperformance. Road and Track wrapped it up bystating, “When it’s good, it’s very good, but whenit’s bad, watch out.”

Porsche heard those reviews and respondedquickly. In 1979, they introduced a 924 Turbo forthe European market, and in 1980, brought thevehicle to America. With the intent to quell thecritics, Porsche retained the Volkswagen 2.0 literblock, but decided to rebuild it. Installing a newPorsche cast aluminum cylinder head with biggervalves, hemispherical combustion chambers andnew water seals made from copper gaskets andsilicon rings, platinum tip spark plugs, and a newstarter, the car and the engine would soon becomea true Porsche.

The turbo was designed by Kuhnle, Kopp andKausch, a German company. Compression waslowered to 7.5:1 and the K Jetronic injection systemwas recalibrated to match. Two fuel pumps wereused to assure fuel supply at all times and an oilcooler was installed to contend with the extra heatfrom the turbo. Porsche fitted a wastegate toprevent boost from exceeding a recommendedoutput and also installed a blow off valve as asecondary safety measure.

To handle the extra power, Porsche enlarged thedriveshaft to 25 mm, rear shafts werestrengthened, and the rims were widened to 15 by6 inches with the tires upgraded to 185/70’s. Thegear ratios were shortened, the spring and shockrates stiffened, the anti-roll bars were enlarged,



and the servo was increased to aid in brakingpower. The only gearbox allowed for the new carwas the Getrag 5 speed transmission.

The result of Porsche’s tinkering was an Americanversion 924 Turbo rated at 143 bhp at 5500 rpmand 147 foot pounds of torque at 3000. At just over2780 pounds, the turbo, although heavier than theoriginal 924, had a huge performance advantage.It was 4 seconds quicker in the 0 to 60 run at about7.8 seconds total and a top speed 20 mph fasterthan the original at 130.

Turbo lag was evident in most early turbo chargedvehicles, but in the Porsche, it was not as severe asothers. Boost in the US version of the car began ata low 1600 rpm (1800 in the European model) and

peaked at 2800 rpm. Car and Driver liked how the924 created its power, stating “As the turbo comesin, you can feel the zooming whee! Of thecrossover point and, with it, the character changein propulsion… The boost is right there, comingaboard quickly with a firm punch that rushes youforward, picking off normal traffic and predictablydefining the correct arc through every corner.”

Aesthetically, the Turbo differentiated itself formthe standard 924 with “spider web” alloy wheels,a fully functioning hood scoop, four cooling slotsunder the nose, the word “Turbo” inscribed on therear tail gate, and mini-spoiler surrounding theback window. The new detailing decreased winddisturbance to a pleasant 0.35 cd, the lowest cd forany vehicle in the US for the 80’s.

On the inside of the vehicle, there was a TurboSteering wheel wrapped in leather and uniqueshift boot cover. The biggest hint of the 924’s newpower was a speedometer that went up to 160mph and later changed to 85 per the federalgovernment’s 1974 “National Speed limit law”

that attempted curbing oil consumption just postthe 1973 oil crisis.

The 924 Turbo was remarkably fuel efficientreturning 25 miles per gallon. However, the carwas listed just under $21,000 in 1980. Not cheapfor the time, however, with the upgraded model,it was exactly the boost the vehicle needed.Autocar reported, “Here is another real Porsche, asuperb high performer.”

As the car developed, so did the handling, ridequality and comfort. In 1979, the space saver sparewas introduced to save weight, pressure cast alloywheels were added, tinted glass, passenger visorvanity mirror and stereo speakers. Three waycatalytic converters were added improvingemission control and making the vehicle 50 statelegal. Porsche also tightened driveline tolerancesto quell the judder and axle hop of previous 924’s.With revised rear suspension mounts and newhydraulic transaxle mounts, the car was alsoquieter. An altered cam and revised ignitiontiming, and lower final drive ratio’s helpedimprove performance to 115 horsepower and a 0to 60 time of 10.5 seconds, all while maintainingthe mileage numbers.

For 1981, halogen headlamps were added, alongwith rear seatbelts and rear disc brakes. AsPorsche continued to develop the vehicle, theyended production in the United States in 1982 andgave the vehicle a 4 year hiatus. The vehiclecontinued to sell in other markets, morespecifically Europe and the United Kingdom.Porsche brought the 924 back to the US for twofinal years in 1987 and 1988. They also ponderedproducing another low budget vehicle that theyinternally called a 914 / 924 style “cocktail.”However, as they were selling every 924 theycould produce, even as prices of the vehiclecontinued to escalate, they decided against it andinstead chose to produce a successor to the vehicle.

With critics still complaining that the 2.0 liter blockused in the vehicle was just a pumped upVolkswagen engine, the bean counters inZuffenhausen chose once and for all to end thedebate. Taking the all-aluminum 4.5 liter slant V8engine from their 928 automobile, Porsche cut it inhalf and created a true Porsche built 4 cylinder,which was the start to the successor automobile,the 944.



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In today’s world, however, the 924 still maintainsits share of the marketplace. The three leadinginternet websites, Autotrader, Cars.com andEbaymotors, list approximately twenty 924’s forsale ranging in price from $2,600 to $14,000, someneeding work and others being worth the price.Looking at the December 2016 issue of PCA’sPanorama magazine there are five 924’s listed forsale, ranging in price from $4,750 on up to $17,500.I can only assume the vehicles in Panorama arewell maintained as it has been known that PCAenthusiasts can have a very Germanic “anal” side(myself included).

The sweet spot for the vehicle is the later years. Ifyou can find a 1982 to 1988 924, or even better the

1987 and 1988 US versions, even though they willgarner top dollar, they will give you the biggestbang for the buck. As it was, the Turbo model withthe updated suspension was the real contender tohigh speed, enthralling performance and thosehappy “ear to ear” grins we have all learned tolove.



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Old Faithful Porsche NewsletterThe views or comments expressed in the Old FaithfulPorsche newsletter are not necessarily those of the PorscheClub of America or the Yellowstone Region. Old FaithfulPorsche is published expressly for the information andentertainment of the Porsche Club of America -Yellowstone Region, its members and supporters. OldFaithful Porsche assumes no responsibility for anysubmissions. All submissions become property of OldFaithful Porsche unless other arrangements are made withthe editor and president. Reprints from this Newsletter arenot permitted without prior permission from the Editor. Send editorial submissions to:

Greg Wallace(307) [email protected]

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PORSCHE CLUB OF AMERICA - YELLOWSTONE REGION$110,000 Porsche Cayenne Turbo and wahhh my life is so...

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