At that point the 968 and 928 were stopped and Porsche had just one model, the 993. It was successful, leading on to the water-cooled Boxster and present-day 996 variant of the 911. The 924 proved that Porsches could be water-cooled and affordable and still have that Porsche charisma. It used a water-cooled VW engine, located in the front with the gearbox to the rear, plus other VW components reflecting its origination as a joint Porsche-VW-Audi Group (VAG) initiative. Many of the mechanical components came from the VAG stock list. In the event, VAG backed out and only Porsche sold it; very successfully; over 100,000 had been bought by the end of 1981. Although air-cooled Porsche die-hards proffered the view that the only real Porsche was an air- cooled one, 924 owners have had the last word; now every Porsche is water-cooled. For many people the 924 is one of the prettiest Porsches and it became the best selling Porsche of its time.

In fact, the 924 formed 60 per cent of Porsche’s production volume in 1979. It is an understated but a very satisfyingly-styled coupe (compare it to the much less elegant Ford Capri) and was a lower cost car for Porsche USA because it used the VAG engine. Watch them going round the circuits in 924 championship races and you can see that people have a huge amount of fun with them. The Turbo version countered a perception that the basic 924 was slow – for a Porsche. Some 12,000 were built. The 924 Carrera GT was the best performing 924 model. Its flared wheel arches presaged the coming 944. VAG in 1970. Design engineering was done by a 50:50 owned VAG-Porsche operation. After personnel changes at the top, VAG abandoned the project and Porsche bought it in house and christened it the 924. It was first announced in Europe in 1975 for the 1976 model year. The cars reached the USA in April 1976. TECHNICAL DETAILS – ENGINE The car came with a front-mounted water-cooled slant 4 cylinder 1.984 litre cast-iron engine getting power to the rear wheels via a hollow torque tube and rear-mounted gearbox or transaxle (transmission/axle).

This made for a pretty near perfect 52:48 per cent weight distribution. The cylinder head is light alloy, the crankshaft forged steel and the pistons cast light alloy. The compression ratio is 9.3:1. Lubrication is via a wet sump system. It took 23.4 seconds to reach 100 mph and the engine peaked at 6,500 rpm. Naturally the US version was de- rated (8:1 compression ratio compared to Europe’s 9.3:1) to meet emission requirements. Fuel flow was controlled by the popular Bosch K-Jetronic mechanical fuel injection system. The US version used breakerless ignition whereas Europe had a conventional distributor/rotor arm set-up. US engines had exhaust gas recirculation for lower emissions. California spec’ cars had air injection; the other 49 US States cars got catalytic converters.

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In manual selection mode (selector lever position M), you change gear using the shift buttons on the steering wheel or with the PDK selector lever. You can change between selector lever position D and M as you wish while driving. Note f Take care not to operate the shift buttons on the steering wheel inadvertently in either automatic or manual mode, thereby triggering undesired gear changes.

General instructions for air-conditioning compressor.
– Can switch off briefly if engine is under an extreme load to ensure sufficient engine cooling.
– Switches off automatically at temperatures below approx. 37 °F/3 °C and cannot be switched on, even manually.
– Operates most effectively with windows closed. If the car has been in the sun for a long time, it is a good idea to ventilate the interior briefly with the windows open.
– Depending on the outside temperature and humidity, condensation can drip from the evaporator and form a pool under the vehicle. This is normal and not a sign of leakage.
– If uncooled air flows out when the lowest temperature has been set, switch off the airconditioning compressor and have the fault repaired at an authorized Porsche USA dealer.

The emission control system detects malfunctions early that could, for example, cause increased pollutant emissions or consequential damage. Faults are indicated by a continuously lit or flashing instrument panel warning light. The faults are recorded in the control unit’s fault memory. The warning light in the instrument panel lights up when the ignition is switched on as a bulb check and goes out approx. 4 seconds after the engine
starts. If the warning light does not light up, have the bulb replaced promptly. The warning light in the instrument panel flashes to indicate operating states (e.g. engine misfiring) which might cause damage to certain parts of the emission control system. In this case, immediately reduce the engine load by easing off the accelerator. In order to avoid consequential damage to the engine or emission control system (e.g. catalytic converter), have the fault diagnosed and rectified immediately at the nearest authorized Porsche USA dealer.

If the warning light in the instrument panel lights up permanently without flashing before and remains on while driving, it suggests:
– a potential engine control problem and the need for system service or
– an improperly fastened tank cap or
– the vehicle was refueled while the engine was running.
Stop immediately at a suitable and secure place and check tank cap for proper fastening. If tank cap was fastened correctly, see your authorized Porsche USA dealer for service as soon as possible.

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Connect the red wire (22) to the ignition switch wire. (It is up to the installer to locate the ignition switch wire). If the original system had points, the ignition switch wire was connected to the plus (+) terminal of the ignition coil. If a CD system is installed, the ignition switch wire will have to be located. Turn the ignition switch on.

2. The LED static timing light (21), in the top of the Compu-Tronix Distributor may be on or off.

3. For clockwise rotating distributors: If the LED is off, slowly rotate the distributor counterclockwise until the LED just turns on. This is the point at which #1 cylinder will fire. If the LED is initially on, rotate the distributor clockwise until the LED turns off. The distributor may need to be rotated up to 120º for the LED t turn off. Then slowly rotate the distributor counterclockwise until the LED just turns back on. This is the point at which #1 cylinder will fire. Tighten the set screw. TURN THE IGNITION SWITCH OFF. The timing is now set with 10° initial advance

4. For counter clockwise rotating distributors: If the LED is off, slowly rotate the distributor clockwise until the LED just turns on. This is the point at which #1 cylinder will fire. If the LED is initially on, rotate the distributor counterclockwise until the LED turns off. The distributor may need to be rotated up to 120º for the LED to turn off. Then slowly rotate the distributor counterclockwise until the LED just turns back on. This is the point at which #1 cylinder will fire. Tighten the set screw. TURN THE IGNITION SWITCH OFF. The timing is now set with 10° initial advance

INSTALL THE COIL PACK. Compu-Tronix offers two different coil pack mounting brackets that greatly simplify mounting the coil pack. If an optional Compu-Tronix coil pack mount has not been purchased, use the included clear plastic mounting template and the mounting hole dimensions shown and mount the coil pack in the coolest location practical in the engine compartment. It may be necessary to fabricate an intermediate mounting plate. Make sure the coil is solidly mounted and free from any excessive vibration. The coil pack should be oriented such that the coil connector is towards the distributor.

If using the optional Compu-Tronix fan shroud coil mount bracket, simply put it in place of the factory coil mount. Orientate the bracket so the longer straight part is vertical and the shorter bend part attaches to the fan shroud. Secure the bracket using the original hardware that held on the factory coil mount. The six spark plug wires supplied are of unequal length. Determine which wire will be used for each cylinder before cutting any wires to length to avoid coming up short on any wires. The cylinder designations, for the connection of the spark plug wires to the Coil Pack (1), are shown in Figure 1. The cylinder designations are also molded into the coil pack housing at the base of the respective high voltage tower. Install the spark plug wires to the spark plugs and coil pack. The best procedure is to install one wire completely from the spark plug to the coil pack. Then go onto the next wire. Make sure all wires are fully seated on the spark plugs and coil pack terminals.

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Chapter 1 – Plug&Play kit
Chapter 2 – Connections
Chapter 3 – Select the configuration
Chapter 4 – ECU communication protocol
Appendix A – Porsche Cup ECU Bridge pinout
Appendix B – Part numbers

Below is the snippets above document, detail information can be downloaded through link that provided in the bottom of the page.

To connect SmartyCam to ECU Bridge: Connect the 7-pins female connector placed left on SmartyCam back to the 2m or 4m power + CAN cable supplied with the kit (see above scheme).

2.2 – Connecting ECU Bridge to Porsche GT3 Cup
To connect the ECU Bridge to the vehicle:
• Furthermore – If the vehicle is equipped with a data acquisition system – connect the 5 pins female connector of ECU Bridge to the logger.
• Plug the 5-pins male connector of ECU Bridge into the 5-pins female Deutsch socket placed near the ECU (see below images).

Once ECU Bridge is properly connected, it is necessary to configure it in Race Studio 2 software. Please follow these instructions:
• Run Race Studio2 Software;
• Create a configuration pressing “New”;
• Select “Bosch”;from “ECU manufacturer” drop down menu;
• Select from “ECU Model” drop down menu: “MS3”;
• Select “SmartyCam Function setting” to set SmartyCam channels (refer to
• Race Studio Configuration manual for more details);
• Transmit the configuration to AIM logger clicking “Transmit”.

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Unlike many feeds that went before it is ultra light racer, but the fact that his nickname in the Porsche GT3 category of international motorsport has been approved to be enough to tell you that it 911 is still the real deal. The great news is the engine. Derived from the Porsche GT1 endurance rider, brought with it the credibility of the Le Mans victories in 1996 and 1998 (although it is equipped with two turbochargers), and the inclusion in the Porsche GT3 lot about the intentions of the most 996 still strong. Fast forward to 2006 and 997 GT3 may have moved the game on in terms of daily use, but his lineage is a pedigree so that remain among his predecessors …

ORIGINAL (1999-2000) to 30 kg in 2 Carrera GT3 is a consequence of the use of rigid body Carrera 4, with new mounting points for engine and transmission. This was unlike any C4 again, benefiting from a new round front bumper, side skirts molded, adjustable rear spoiler, a badge GT3 and 18-inch Sport Design Wheels Split Rim.

Fri increased wheelbase mm track car to improve stability, the suspension has been lowered by 30 mm and had been revised to collect points which allowed axle geometry is adjusted according to the demands of the driver, such as anti-bar roll. ABS brakes are equipped with improved over the regular 996 with equipment for 330mm discs with four-piston calipers, which gave a good first impression, but will struggle to use the trails.

These are all the details of improving the GT3 is the USP, however, his hand built 3.6-liter engine. Derived from Porsche Le Mans victory and M9680 units benefiting from a dry sump oiling it goes without saying that the prospect of using it as a base for car engines often tempting to say the least. Things became even more attractive when Porsche said the engine conversion on the road specifications will remain the child’s motor sport …

ENGINE
Power-unit: Flat-six, water-cooled
Capacity: 3600cc
Bore x Stroke: 100mmx76.4mm
Construction: Aluminium
Power: 360bhp@7200rpm (381bhp@7400rpm)
Torque: 273lb ft@5000rpm (284lb ft@5000rpm)
Transmission: Six-speed manual, limited-slip differential, single mass flywheel on Mk1 Clubsport SUSPENSION
Front: MacPherson strut, adjustable anti-roll bar
Rear: Multi-link, adjustable anti-roll bar
BRAKES
Front: 330mm drilled and ventilated discs, four-piston calipers (350mm discs, six-piston calipers)

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The throttle is more responsive, PSM (see page 64) inputs are reduced, and the optional PASM (see page 52) is also switched to its firmer ‘Sport’ mode settings. On vehicles with optional Porsche Communication Management (PCM – see page 86), the system can be upgraded to the Sport Chrono Package Plus (see page 55). Additional features include a performance display in PCM and a personal memory function. Occupant protection is matched to performance using a system of highly robust side and cross members which absorb impact energy in a safe and calculated manner. Standard safety features include full-size front airbags and Porsche Side Impact Protection (POSIP – see page 66). The POSIP package features separate head and thorax airbags as well as side-impact protection beams. The lightly domed roof creates a bright and spacious interior.

The passenger compartment is ergonomically designed with a range of high-quality materials. The cockpit area is precisely as you would expect – exclusively created for driving. The steering wheel is adjustable for height and reach, while all major controls are logically arranged within easy reach of the driver. The standard seats offer excellent comfort and lateral support. You can also choose from a range of optional alternatives, including pneumatically adjustable adaptive sports seats (see pages 74/75). The coupé body on both the Cayman and Cayman S unites style with practicality. Beneath the rear lid with large glass screen is a generously proportioned luggage compartment featuring two main storage areas. Offering 260 litres of loadspace, it is joined by a further 150 litres at the front, making 410 litres in total. Equally generous is the quality of sound from the standard CDR-24 audio system.

Optional additions include the Sound Package Plus which provides enhanced acoustic performance. For perfect in-car audio, there’s the BOSE® Surround Sound System (see page 84), offering concert-hall quality through a total of 10 loudspeakers. In summary, each car provides a unique combination of everyday practicality, exceptional active safety and uncompromising, dynamic performance. These apparent contradictions are successfully reconciled within a proven and elegant vehicle concept that is perfectly realised on the road.

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Connecting the PhatBox to a Car Stereo Head Unit
1. Turn off the car.
2. Gain access to the rear portion of your car stereo.
3. Plug the rectangular PhatNoise connector cable into the port on the rear of the car stereo. (back of car stereo)
4. Secure the PhatBox to a flat mounting location parallel or perpendicular to the floor of the car with the four included self-tapping screws.
5. Fully insert the cartridge into the front.
6. Plug the PhatNoise cable into the back of the PhatBox
7. The red and green lights should turn on. Green (Activity)
8. Approximately 5 seconds later, both lights should be off and stay off.
9. Turn on your stereo (usually by turning the key to ACC).
10. Switch to CD changer mode on your stereo by pressing the CD button. CDC should appear on the display.
11. Wait up to 15 seconds for a welcome message to play.
12. Congratulations! The PhatNoise PhatBox is installed and ready to be used. Turn off the stereo and remove the cartridge.

Section II : Setting up at home
Installing the PhatNoise PhatBox of the PhatNoise Music Manager Software The PhatNoise Music Manager software is included on the CD found in your package. Please make sure that the cradle is disconnected before installing the PhatNoise Music Manager.
1. Close all Windows programs that may be running.
2. Insert the PhatNoise Music Manager software CD into your PC’s CD-ROM drive. The PhatNoise Music Manager software installation program will launch automatically.
3. Follow the instructions to install the PhatNoise Music Manager software.
4. When the installation is finished, the program setup will ask you to reboot the computer.
5. Once your computer has restarted, plug the power connector into the USB cradle. Make sure the cradle is plugged into a power supply.
6. Connect the USB cradle to a USB port on your PC.
7. Insert the DMS cartridge firmly into the USB cradle. Avoid ‘slapping’ the cartridge into place. The green and red indicator lights should illuminate.
The DMS cartridge will then be detected by the computer’s operating system.

Launching the PhatNoise Music Manager
1. Launch the PhatNoise Music Manager software.
2. After the Music Manager splash screen appears, the Load Songs screen will appear. Choose a location on your computer that contains songs you wish to load into the PhatNoise Music Manager database. This may be a music folder you already have (i.e. ” C:\My Music “).

Section III : Creating and Managing Playlists
Your PhatNoise Music Manager Software is used to create and manage playlists. If you do not have any digital music files on your computer please go to “Section III : Creating and Managing Playlists” of the user manual to learn how to convert audio CDs into MP3s. To search, create and manage your music playlists, click on the Library button.
1. Creating a new playlist. Click the Create Playlist button. Change the name of the playlist to a name of your choice.
2. Adding songs to a static playlist
1. Click on the All Songs playlist.
2. Type a keyword or phrase in the Search box.
3. Highlight the desired songs.
4. Drag the desired songs into your playlist.

There are many ways to search, organize, customize and add to your music collection. To learn how to create dynamic playlists please refer to “Section III : Creating and Managing Playlists” of the user manual. Transferring MP3s and playlists to the DMS cartridge
1. Make sure the DMS cartridge is inserted into the USB cradle. The LED lights on the cradle will flicker when the cartridge has been properly inserted.
2. Click on the Device Manager button to access the Device View.
3. The Devices view is organized in two parts:
·The PhatNoise Music Manager Playlist and Windows explorer panels.
·The All Supported Devices panels.
4. Activate the cartridge by clicking PhatNoise DMS in All Supported Devices If the DMS cartridge is connected properly, a summary screen appears with a red Go button. If the DMS cartridge has not been configured properly, a configuration wizard will launch. For more information, refer to Appendix A: Updating the Firmware in your PhatBox in the user manual.
5. Click the red Go button.

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On closer scrutiny the kinship with the 911 is immediately evident: the oh so familiar roof and window line. The stretched engine hood on the other hand is new.The face with its lights and air intakes clearly possesses the sports car DNA of Porsche, and at the back, just as typical, short overhangs, a flat roof that tapers off to muscular shoulders.

The dimensions of the Panamera are quite significant: it’s wider than the Cayenne and with an overall length of 497 centimeters it’s also noticeably longer, while standing just 142 centimeters tall it’s flatter than other four-doors of its kind. The Panamera not only possesses a sporty flair, it is a true sports car. It comes standard with rear-wheel drive, all-wheel drive is an option – with a fine-tuned chassis it guarantees great roadholding and cornering capacities. The engines round off the package: V engines with six and eight cylinders are designated for the Panamera with an output ranging from 300 to 500 horsepower. There’s also a hybrid planned. Sporty driving for four – that will soon be possible with the Porsche Panamera.

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