What is the 924 Turbo S2 and Why It Matters
The Porsche 924 Turbo S2 is the ultimate version of Porsche’s first front engined, water cooled sports car. Porsche introduced the 924 Turbo (internal code 931) in 1978 to bridge the gap between the entry level 924 and the legendary 911 [1][2] . It took the 924’s sleek 2+2 design and added a turbocharger for serious performance. The Series 2 (1981-1982 model years) brought key improvements that made the 924 Turbo faster, more reliable, and better protected against rust. Over 12,000 924 Turbos were sold worldwide, but only a small fraction came to the UK [3] . For Britain, the Turbo S2 is especially significant, it was available in right hand drive and arguably helped “save” Porsche’s presence in the UK by attracting new, younger buyers in the early 1980s [4] . Today it’s a forgotten gem that’s finally getting the recognition it deserves, combining classic Porsche DNA with unique turbocharged character.
Series 2 Upgrades and Highlights
The Series 2 (S2) 924 Turbo arrived as a response to early issues and pushed the 924 to its peak development. Porsche tweaked the engine and chassis for 1981 onward, yielding a more powerful and robust car [5] .
Notable S2 improvements include: Higher Power: Output raised to 177 bhp, up from ~170 bhp in the earlier model [6] . This was achieved by using a smaller, quicker-spooling turbocharger running higher boost, giving stronger acceleration. The 0 to 60 mph time is around 7 seconds with a top speed near 140 mph, impressive for a 2.0L car of its era.
Digital Ignition: A new DITC digital ignition system (triggered by a flywheel sensor) replaced the old mechanical setup [7] . This allowed a slight increase in compression ratio (to about 8:1 or 8.5:1) and improved reliability and throttle response. The result was less turbo lag and smoother power delivery than the Series 1.
Galvanised Body: Post 1981 924s came with a fully galvanised body shell, backed by a 7 year anti corrosion warranty [8] . This means the Turbo S2 is far more resistant to rust than earlier 924s, which only had partial galvanising [9] . The car’s build quality was high, and Porsche intended these to better withstand the UK climate.
Other Tweaks: All 924 Turbos already featured upgrades over the base 924 like a distinctive NACA bonnet duct and nose vents for cooling, 15 inch alloy wheels, four wheel disc brakes, and a firmer suspension [10][11] . The S2 retained these, and kept the 5 speed dog leg gearbox (first gear down to the left) which was standard on Turbos. This unusual shift pattern aligns 2nd to 5th gears for faster changes quirky at first but easy once you adjust. In short, the S2 package made an already quick car even more “usable and entertaining” with better response and durability [12] .
Why It’s Special in the UK
Owning a 924 Turbo S2 in the UK comes with some unique perks and significance:
Right Hand Drive Rarity: The 924 Turbo was originally developed in left hand drive, and engineering a RHD version took extra time [13] . Relatively few were imported to the UK. It’s estimated fewer than 60 examples remain on UK roads today [14] making any sighting a rare event. A right hand drive Turbo S2 is truly a talking point at car meets, as many enthusiasts have never seen one in the wild.
Historic Vehicle Status: Being roughly 40 years old, the 1981 to 82 cars now qualify for historic vehicle status in Britain. This means no annual road tax (Vehicle Excise Duty is £0) and MOT test exemption (legally no MOT needed) for a standard, unmodified car of this age [15] . You still need to keep it roadworthy, but the lack of tax and MOT expense is a nice bonus for owners of these 1980s classics.
Classic Insurance Perks: Most insurers consider the 924 Turbo a classic, so you can get classic car insurance. These policies often cost far less than normal cover (assuming limited mileage and hobby use) [16] . Parts of the UK also allow classic cars to be exempt from emissions or congestion charges, so an ’82 plate can even dodge some fees. Overall, running costs (tax, MOT, insurance) for a 924 Turbo can be surprisingly low a big plus for budget conscious enthusiasts.
Exclusivity with Practicality: Unlike some classics, the 924 Turbo S2 is both exclusive and usable. It’s a rare piece of Porsche history you can actually drive regularly. The car has a 2+2 layout with small rear seats and a large hatchback boot, so weekend trips or luggage are doable. And since it was sold here originally, right hand drive makes driving on British roads natural, no awkward LHD visibility or overtaking issues. It’s a classic Porsche that fits into UK life as easily as any modern car.
Driving Experience and Practicality on UK Roads
Behind the wheel, the 924 Turbo S2 delivers a distinctly 1980s turbocharged experience that’s both engaging and enjoyable on UK roads. Performance wise, it was one of the quickest 2.0 litre cars of its time [11] . There is noticeable turbo lag an initial pause before the boost kicks in especially if you floor it at low revs. Period tests counted a lag of nearly 4 seconds before the turbo spooled up [17] . But once it does, hold on tight: you get an addictive rush of power that punches above the paper specs, feeling closer to 200 bhp on full boost [17] . That surge, accompanied by the whistle of the turbo, gives the 924 Turbo a thrilling character that even the later 944 doesn’t quite replicate [17][18] .
Crucially, the handling and balance of the 924 shine through in the Turbo. Thanks to its front engine, rear transaxle layout, the car has near 50/50 weight distribution [19] . This translates to stable, predictable cornering and plenty of feedback through the unassisted steering. Unlike a classic 911, which demands respect to avoid spinning, a 924 Turbo is more forgiving at the limit [18]. You can enjoy brisk country road drives without feeling that the car will bite; it’s an approachable yet rewarding chassis. The steering is weighty at parking speeds (no power assist here) but lightens up nicely once moving, offering an authentic feel of the road. And while the Turbo’s suspension is tauter than a base 924’s, it’s still well damped and comfortable by modern standards. Potholes and British B roads won’t shake it apart.
For longer trips, the 924 Turbo also excels as a grand tourer. Fifth gear is a relaxed overdrive (24 mph per 1000 rpm), so at motorway speeds the engine is only murmuring, making cruising refined [20] . This long legged gearing, combined with the efficient Audi derived 2.0L engine, means you can see around 30 mpg in mixed driving and even high 30s on gentle motorway runs [20] . That’s outstanding for a petrol sports car of its era [21] . Add to this the practicality of the large hatchback boot and fold down rear seats, and the 924 Turbo proves to be a usable classic. It can handle the supermarket run or a weekend away just as well as it can tackle a twisty back road.
Overall, the driving experience is a blend of vintage charm and real capability the car feels special and retro (dogleg gearbox, turbo whoosh, low slung seating), yet it isn’t temperamental or tiring to drive. For UK enthusiasts, it strikes a great balance between fun and practicality.
Ownership and Maintenance: What to Watch For
Buying and owning a 924 Turbo S2 can be very rewarding, but it’s important to inspect key areas due to the car’s age and unique components. Here are the main things to watch for and maintain:
Turbocharger Health: The turbo is the heart of this car, so ensure it’s in good shape. Look for blue smoke on start up or overrun, which could indicate worn turbo seals or oil getting past the turbo (a little puff on a cold start can be normal for these, but smoke under boost or on throttle lift is bad) [5] . Check if the turbo has been rebuilt or replaced before. Early 924 Turbos suffered failures when owners didn’t cool them down properly after hard drives [22] , though the Series 2’s improved oil circulation helped. It’s wise to idle the car for a minute after a spirited drive to let the turbo cool. A healthy KKK turbocharger will provide boost smoothly; any howling siren noises or lack of power
could mean trouble.
Fuel Injection System: The 924 Turbo uses Bosch K Jetronic mechanical fuel injection, which can be finicky if not maintained. Cold-start issues, erratic idle or poor hot starts can point to a worn warm up regulator, injectors, or fuel accumulator.
These parts can gum up after long storage. Verify that the car runs smoothly across the rev range and doesn’t stumble under boost. If the fueling is off, it’s crucial to fix it (via cleaning or specialist tuning) because lean running can damage the engine. Many 924 Turbo running problems trace to fuel delivery, so don’t overlook this system.
Timing Belt: Unlike the regular 924’s engine, the Turbo’s 2.0L is an interference engine meaning if the cam timing belt snaps, the valves will collide with pistons, causing major engine damage [23] . Therefore, timing belt changes are critical. Porsche specialists recommend changing the belt (and tensioner) about every 30,000 miles or 3 to 4 years [24] . If there’s no record of a recent belt change, treat it as job #1 after purchase. It’s a relatively inexpensive service that can save you from a catastrophic failure. Also check the condition of the balance shaft belt (if fitted) and water pump on later 924/944 engines on the 924 Turbo’s 2.0L, you mainly have the one cam belt to worry about, which keeps things simpler.
Rust and Bodywork: Thanks to full galvanisation, rust is less of a killer on S2 cars [9] , but after 40 years you should still inspect thoroughly. Common areas to check: the sills (rocker panels), which fortunately are quite durable on 924s [9] , the floor pans, suspension mounting points, and around the battery tray in the engine bay (battery acid could cause corrosion there). Also inspect the bottom of the doors, wheel arches, and the boot floor under the spare wheel. The 924’s pop-up headlights and sunroof drains can let water in if seals are bad, so look for any signs of past water ingress. Good news is Porsche built these cars well, and body panels are still obtainable OEM sills and front wings (fenders) are available, and used rear quarters can be sourced if needed [25] . A solid body is a huge plus, so prioritise finding a car with minimal rust.
Parts Availability: Mechanical parts for the 924 Turbo are reasonably accessible. The engine is based on an Audi unit, and many components are shared with the standard 924 or other Porsche models. Service items (filters, belts, ignition parts) and suspension/brake parts are readily available. Some turbo-specific bits are rarer for example, the DITC ignition box, the specific turbocharger unit or exhaust parts, and the unique nose panel with cooling slots. It’s wise to join the 924 Owners Club or online forums; the community is very helpful in sourcing parts and advice. Specialists and breakers can supply used spares if Porsche no longer stocks something. Overall, keeping a 924 Turbo running isn’t prohibitively expensive, but it may require patience and help from the enthusiast network for those hard to find pieces.
Investment Potential and Comparisons
In recent years, the 924 Turbo S2 has been tipped by many enthusiasts as “the next big thing” in classic Porsches [26] . Values have been on the rise as people recognise the car’s rarity and capability. In the UK, a top condition 924 Turbo can still often be bought for a fraction of the price of an equivalent period 911. For example, in the early 1980s a new 924 Turbo cost £13k vs £16k for a 911SC [27] . Today that price gap remains air cooled 911s have skyrocketed in value, whereas the 924 Turbo is more affordable and arguably undervalued. This presents an opportunity for collectors, you get a genuine Porsche with pedigree, but without the six figure price tag of some 911s. Insurance and running costs are lower too, as discussed, which adds to the investment appeal it’s a car you can actually enjoy regularly while it (hopefully) appreciates in value.
When comparing the 924 Turbo to its Porsche stablemates, it holds its own. Against the later 944 Turbo, the 924 Turbo is rarer and about 100 kg lighter. The 944 Turbo does produce more power (220+ bhp) and has a more advanced chassis, but the 924 Turbo delivers a rawer driving sensation. In fact, some drivers feel the 924 Turbo is more fun to drive than the 944, it has a nimble, delicate feel and a wild turbo kick that the more refined 944 can’t match [18] .
The 944 is undoubtedly quicker on paper, yet the 924 Turbo’s old school boost surge offers a different kind of thrill. As for the 911 (e.g. 911 SC or 3.2 Carrera of the early ’80s), that’s a very different animal rear engined, with a very different driving style. A classic 911 is more of an acquired taste and demands skill; the 924 Turbo by contrast is a better all rounder and easier to live with day to day [28] . If a 911 is out of budget (as is often the case) or too hardcore, the 924 Turbo S2 becomes a compelling alternative. It’s a distinctive classic Porsche with racing DNA (the 924 Carrera GT and GTP race cars were based on this platform) and a story to tell, yet you won’t see another one at every cars & coffee.
Bottom line: The 1982 Porsche 924 Turbo S2 is a hidden gem in the classic car world. It offers a blend of rarity, performance, and practicality that’s hard to beat for the money. With fewer than 60 in the UK, finding a good one can take time but for a true UK Porsche enthusiast, it’s worth it. You’ll be rewarded with a unique driving experience (and plenty of admiring nods from those in the know), all while enjoying the perks of classic ownership. As the market wakes up to the 924 Turbo’s significance, now might be the perfect time to snap one up, maintain it well, and watch this underdog Porsche finally get its day in the sun [29] .
