After serious deliberation at VW, the project was scrapped entirely after a decision was made to move forward with the cheaper, more practical, Golf-based Scirocco model instead.

The 914 was discontinued before the 924 entered production, which resulted in the reintroduction of the Porsche 912 to the North American market as the 912E for one year to fill the gap.

The deal specified that the car would be built at the ex-NSU factory in Neckarsulm located north of the Porsche headquarters in Stuttgart, Volkswagen becoming the subcontractor.

It made its debut at a November 1975 press launch at the harbour at La Grande Motte, Camargue in the south of France rather than a motor show.

The original design used an Audi-sourced four-speed manual transmission from a front wheel drive car but now placed and used as a rear transaxle.

The 924 engine used an all new Porsche designed cylinder head combined with Bosch K-Jetronic fuel injection, producing 123 horsepower (92 kW) in European spec.

[1] In 1980, the North American model received some minor changes including a three-way catalyst and slightly higher compression.

[1] Nonetheless, the strong Deutsche Mark and US inflation severely hampered sales, as a well equipped 924 now easily could cost twice as much as the considerably more powerful Nissan 280ZX.

[2] The 924 was sold in Japan at Mizwa Motors dealerships that specialize in North American and European vehicles, with left hand drive for its entire generation.

This was robust, but expensive due to some 915 internal parts, and was replaced for 1980 with a normal H-pattern Audi five-speed on all non-turbo cars.

Turbo charged variants received many different, non-VW sourced parts, throughout the drive train, and when optioned with the M471 disc brake package and forged 16" wheels, the car was twice as expensive as a standard model.

While the car was praised for its styling, handling, fuel economy, and reliability, it was harshly written up in the automotive press for its lack of power, especially with the US-spec engine.

The 1981 and 1982 Turbos and the associated special variants are garnering interest in collector circles, and while many still exist, excellent examples of the cars are quite scarce as of today.

Porsche executives soon recognised the need for a higher-performance version of the 924 that could take advantage of the model's excellent balance and bridge the gap between the standard 924 and the 911.

It was celebrated for its supercar-like performance and impeccable handling, with build quality, general attention to proportion and more purposeful aesthetics garnering universal approval.

Porsche engineers designed and equipped it with a revised crankcase, connecting rods, cylinder-head gasket, crankshaft and an all new aluminium-silicon alloy cylinder head.

With the use of dished combustion chambers and specially shaped pistons the compression ratio was reduced to 7.5:1, this helped better accommodate the KK&K K-26 turbocharger without inducing pre-ignition.

The 924 Turbo's engine assembly weighed about 65 lb (29 kg) more, so front spring rates and anti-roll bars were revised.

15-inch spoke-style alloy wheels, four-wheel disc brakes with five-stud hubs and a five-speed racing pattern 'dog-leg' transmission was fitted as standard.

For the 1981 model year, power increased slightly to 154 hp (115 kW) and the transmission was switched to one with a regular H-pattern layout (North America only).

The competition cars were based on prototype 931s purchased from the factory by the Porsche head of motorsport Peter Falk, modifications included but were not limited to a wider track, Rallye arches and auxiliary light pods.

[11] The 1981 season saw the 924 Turbo make history when it carried a JVC camera inside the cabin, capturing the first ever in car footage of the famous Monte Carlo Rally.

By adding an intercooler, increasing compression to 8.5:1, lowering the suspension as well as various other little changes, Porsche was able to develop the 924 Turbo into the race car they had wanted, dubbing it the "924 Carrera GT".

[15] Clubsport versions of the GTS were also available with 280 hp (209 kW; 284 PS), and factory included Matter roll cage and race seats.

This engine sported four valves per cylinder, dual over head camshafts, twin balance shafts and a single turbocharger K28 to produce 420 hp (313 kW; 426 PS).

The decision was made to equip the narrower bodied 924 with a slightly detuned version of the 944's 163 bhp 2.5 litre straight four, upgrading the suspension and adding five-lug wheels and 944 style brakes, but retaining the 924's early interior.

[20] With unfavourable exchange rates in the late 1980s, Porsche decided to focus its efforts on its more upmarket models, dropping the 924S for 1989 and the base 944 later that same year.