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1979 924 Daily driven project
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DZGunner  



Joined: 18 Nov 2014
Posts: 155
Location: Great white north

PostPosted: Tue Mar 24, 2020 3:51 pm    Post subject: 1979 924 Daily driven project Reply with quote

So I haven't been on the board in quite a while until recently when I started asking about intake manifold compatibility and such, so I figure I'll introduce my daily driven project for anyone who likes to see people wrenching on 924's.

My idea with this car is do try to replace or fix things to be as sturdy and rugged as possible. To be minimal with its accessories, and as efficient as possible. I don't want to make the car fast or flashy, I consider a rainy day a free car wash, however, I do want it to be as functional as possible, so when Mad Max happens, I'll have ole' reliable to scoot around the wasteland in.

Also I try my best to use resources I already have, and craft things as much as possible to save as much money as possible, and other times I'll dish out the cash and put it where it should be.

To be brief now, I absolutely hate the center console. Mostly because its plastic, and brittle. I also HATE the climate control for the same reason. So I got rid of them and made my own:



Its a piece of aluminum with 4 M-6 bolts holding it at the base and top, wrapped in similar looking brown vinyl from Joann's fabrics. The old cigarette lighter was corroded and was too shallow to hold a charging device, so I replaced it with a cheap but sturdy $6 charge port from O'riely's. The part around the shifter is just the same vinyl folded in half and draped over with a hole cut to allow the shifter through. It's held on by some deep bronze looking press type buttons that match how the carpet is held on in the rear hatch area.

More pictures to come...[/img]
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1980 931 S (The project)
1979 924 (Daily driver)
1979 924 (Parts)
1977 924 (Pop's)
1977 924 (Parts)


Last edited by DZGunner on Tue Mar 24, 2020 4:13 pm; edited 1 time in total
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DZGunner  



Joined: 18 Nov 2014
Posts: 155
Location: Great white north

PostPosted: Tue Mar 24, 2020 3:56 pm    Post subject: Reply with quote

Another improvement was to make working on the engine easier by relocating the expansion tank. I think many of you guys have made this mod to add a 944 tank. I picked a used one up from eBay for $40 shipped. Of course nothing can go smoothly though and once installed the hood wouldn't close with it in place. I had to make some small aluminum spacing brackets to move it down a little. Sure enough, it fits now.





I gotta say, I really like it being out of the way.
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1980 931 S (The project)
1979 924 (Daily driver)
1979 924 (Parts)
1977 924 (Pop's)
1977 924 (Parts)
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DZGunner  



Joined: 18 Nov 2014
Posts: 155
Location: Great white north

PostPosted: Tue Mar 24, 2020 4:09 pm    Post subject: Reply with quote

Another problem I was having was when I would turn left with a little speed, or a lot sometimes, I would get a rattle sound that was all too familiar. I had bad engine mounts on my SLK, so I knew what was up when it started doing it. As mentioned before, there are times where I dish out some money, and this seemed appropriate, because I don't think they even make engine mounts (particularly the passenger side) anymore. In other write-ups people would often say how the spring in the passenger side mount would break, but you can't tell without it removed. As you'll see in the pictures mine was intact, but the sound persisted. So this one will have to be attributed to tired rubber.

Passenger side


Driver Side


Vibra Technics road engine mounts



Disregard the mess in the engine bay, but they are relatively stiff, which is great because my exhaust manifold should no longer rub on the chassis.

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1980 931 S (The project)
1979 924 (Daily driver)
1979 924 (Parts)
1977 924 (Pop's)
1977 924 (Parts)
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DZGunner  



Joined: 18 Nov 2014
Posts: 155
Location: Great white north

PostPosted: Tue Mar 24, 2020 4:25 pm    Post subject: Reply with quote

The engine is torn apart because I'm converting from the old CIS fuel injection to the VEMS EFI and waste spark. I don't have the kit yet, as it's being worked on currently, but I've already been modifying and seeking out solutions to different parts that need to be changed. That way when the kit does arrive, I'll have most things complete and ready to go.

Distributor mount is blocked off with a cheap $4.96 boat plug from Ace hardware


Also I was told the Oil feed should be blocked, as it will no longer be lubricating anything. Tapped the hole to an M-8 and filled with a grub screw and red lock-tite


And my current Problem is finding how to get a TPS mount on the stock throttle body. I have a few parts cars that I grabbed a spare TB from and started tearing it down.


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1980 931 S (The project)
1979 924 (Daily driver)
1979 924 (Parts)
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1977 924 (Parts)
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MikeJinCO  



Joined: 08 Jun 2010
Posts: 870
Location: Maysville, Colorado

PostPosted: Wed Mar 25, 2020 5:24 am    Post subject: Reply with quote

If you are going to use the Ford Escort EDIS spark system I have a couple of parts, the coil and some other part I gutted from an old Escort that I will not use. If you want them just the cost of shipping.
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Poco a Poco, #033 '78 Vintage racer, SCCA Dp-81
'77 924
cricketdesigns.com
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DZGunner  



Joined: 18 Nov 2014
Posts: 155
Location: Great white north

PostPosted: Wed Mar 25, 2020 9:42 am    Post subject: Reply with quote

Peep has included all needed parts for his EFI/waste spark kit, so I should be good, I appreciate that offer though.

Here is a picture of the kit off his Facebook.




Also he got back to me and mentioned that a particular Audi 80 A6 A4 2.6 throttle body would match the NA S1 intake. So I picked up a used one off eBay for $51. You can see the similarities.




Also a side note, I took my intake manifold to a local guy that builds engines and cylinder heads and what not to have him put it in his cleaning tank. The inside of mine was covered in a lot of carbon and soot, particularly from the old blocked off EGR port. $10 to reach every nook and cranny that I can't sounded fair to me.

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1980 931 S (The project)
1979 924 (Daily driver)
1979 924 (Parts)
1977 924 (Pop's)
1977 924 (Parts)
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safe  



Joined: 18 Mar 2017
Posts: 137
Location: Sweden

PostPosted: Wed Mar 25, 2020 10:43 pm    Post subject: Reply with quote

DZGunner wrote:

Also he got back to me and mentioned that a particular Audi 80 A6 A4 2.6 throttle body would match the NA S1 intake. So I picked up a used one off eBay for $51. You can see the similarities.




Whts the size of the butterflys? Is there a proper tps on it?
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DZGunner  



Joined: 18 Nov 2014
Posts: 155
Location: Great white north

PostPosted: Thu Mar 26, 2020 4:25 am    Post subject: Reply with quote

Yes it has a factory TPS mount on it. I bought it with a used TPS already on it; you can see it with the 6 pin connector. I'm not sure what size the butterfly valves are but when it arrives I'll look for any markings and measure it myself with a caliper to let you know.
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1980 931 S (The project)
1979 924 (Daily driver)
1979 924 (Parts)
1977 924 (Pop's)
1977 924 (Parts)
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DZGunner  



Joined: 18 Nov 2014
Posts: 155
Location: Great white north

PostPosted: Thu Mar 26, 2020 11:46 am    Post subject: Reply with quote

I have a couple questions for you guys. I took off my CV axle shafts today so I can service them, and this is the first time I've found these to not have the end cap covers on them. Are these supposed to have end caps on them? If not, could I throw some from a later model onto it so it doesn't make such a damn mess? I looked at Auto Atlanta's parts diagram to see if it was supposed to have them and didn't see anything. I also checked the diagram for the 1980 turbo model and see nothing there either, and I'm about 95% sure I put end caps on my turbo when I did the CV axles for it.





This next question is less important, but what is this cylinder shaped thing that they bolted on the back of the transaxles of these cars? I removed the one from my 1980 turbo to save weight, but I'd like to know what it's function is if anyone knows.



Last is an update on a small modification I made to the coolant temperature sensor housing on the back of the head. I saw someone else had done this and figured sinse I need the part out of the way to easily access the bell housing bolts (upcoming clutch job), I'd just go ahead and knock it out. I removed the thermo-time switch and will cap it off with an M14x1.5. Then I just drilled the smaller coolant passage out slightly larger to help with better flow. I've heard the back of the engine gets hot because of this choke point for coolant flow, so any little bit of help I can give it will be done.




After drilling


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1980 931 S (The project)
1979 924 (Daily driver)
1979 924 (Parts)
1977 924 (Pop's)
1977 924 (Parts)
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safe  



Joined: 18 Mar 2017
Posts: 137
Location: Sweden

PostPosted: Thu Mar 26, 2020 5:13 pm    Post subject: Reply with quote

There is no covers on the CVs. If you find caps that fit a lot of guys will be happy, no one have yet. These CVs are used on 911s between 76-83 and all 944s I think.
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CÚdric  



Joined: 27 Aug 2004
Posts: 1933
Location: Sweden

PostPosted: Thu Mar 26, 2020 8:01 pm    Post subject: Reply with quote

Yeah, ive never seen a cover, its greasy and dirty every time you need to take them down.

Ive never seen that pipe behind the G31 gearbox on any ROW car. It looks like some kind of crash protection to put more of the crash force directly into the transaxle drivetrain, possibly to save the tank.
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Raize  



Joined: 18 Sep 2013
Posts: 120
Location: Scotland

PostPosted: Thu Mar 26, 2020 8:19 pm    Post subject: Reply with quote

DZGunner wrote:

Last is an update on a small modification I made to the coolant temperature sensor housing on the back of the head. I saw someone else had done this and figured sinse I need the part out of the way to easily access the bell housing bolts (upcoming clutch job), I'd just go ahead and knock it out. I removed the thermo-time switch and will cap it off with an M14x1.5. Then I just drilled the smaller coolant passage out slightly larger to help with better flow. I've heard the back of the engine gets hot because of this choke point for coolant flow, so any little bit of help I can give it will be done.


As far as I know that small pipe is to allow the coolant to circulate when the heater valve is closed. I'm not sure it makes much difference with the heater valve open whether you drill it out or not as the pipes to and from the heater core are much larger.

Maybe a good mod for cooling if you don't want the heater would just be to connect the two heater pipes to each other. Although given your stated location, you probably do want the heater.
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1981 N/A daily driver.
Modifications: Headlight relays. Vacuum gauge. Cold start switch. Kill switch. Ported cylinder head, intake and exhaust. Brake booster venturi delete. 53/35mm throttle body. M62 supercharger mounted but not connected
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MikeJinCO  



Joined: 08 Jun 2010
Posts: 870
Location: Maysville, Colorado

PostPosted: Thu Mar 26, 2020 11:11 pm    Post subject: Reply with quote

If your tranny is and Audi that cover plate is simply some sort of protection. On my race car I had to remove it for clearance for my fuel cell/tank and it is just a cover plate for a shaft seal back there. I read somewhere it was additional protection in case of a wreck, who knows?

On that coolant sensor fitting besides feeding the heater and bypassing when the valve is closed, it is there to help water circulation from the back of the head. I believe the cooling system is designed to flow backwards, the water flows into the block from the front of the block, up through the head and out. If you look at a standard head gasket the water holes are all the same size front to back which means the water can short circuit from Cyl 1&2 up to the head and back out leaving the back 2 cylinders much hotter. Look how common it is for a 931 to cook the #3&4 pistons. Hence the return line, I believe. On the GTR's they even went to blocking off the flow between the head and block and adding an entire separate cooling system.

One solution is to look at a Cometic head gasket, the coolant holes are progressive with almost pin head sized holes by #1 and getting progressively larger as they go back to force the water to circulate better. On the race car, it obviously has no heater so I have a plate welded to the water pump to close off that return pipe. It really simplifies the cooling system which has so far worked perfectly What I have not done is to take my infrared thermometer and checked to see if the head temps are similar front to back when hot. That would be an interesting experiment.

But if you are going to retain the heater I would be uncomfortable with a dead end without some sort of bleed back. Never having looked at other cars for that I may well be wrong. We are on isolation out here now so I'll go look at out Chevy Tracker, it is a very unsophisticated car and find out how it is set up.

Remember that when this car was designed both Porsche and VW were sort of beginners as this idea of water cooled motors.
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Poco a Poco, #033 '78 Vintage racer, SCCA Dp-81
'77 924
cricketdesigns.com
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DZGunner  



Joined: 18 Nov 2014
Posts: 155
Location: Great white north

PostPosted: Sun Mar 29, 2020 1:28 pm    Post subject: Reply with quote

I've been cleaning parts for the last few days so I'll just show some before and after pictures. I found some black plastic looking pieces in the oil pan and used a pick to clean a bunch of chunks out of the oil pickup screen. It looks like maybe old valve stem seals, but I'm not too sure. From the amount of debris, it looks like it would have to be multiple seals. Had mine replaced not too long ago with the green Victor Reinz ones though so I'm certain this has to be from a previous incident.









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1980 931 S (The project)
1979 924 (Daily driver)
1979 924 (Parts)
1977 924 (Pop's)
1977 924 (Parts)
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DZGunner  



Joined: 18 Nov 2014
Posts: 155
Location: Great white north

PostPosted: Sun Mar 29, 2020 1:34 pm    Post subject: Reply with quote

CV axles also getting cleaned up and ready for new boots and grease. Standby on the end cap situation. I've ordered some parts and will be trying a few things.






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1980 931 S (The project)
1979 924 (Daily driver)
1979 924 (Parts)
1977 924 (Pop's)
1977 924 (Parts)
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