924Board.org

[MikesCoupeGT]

Hi all;

So I have a lead on a parts car (924 Turbo). Question is this: I want the transmission and 5 lug all wheel disk brakes. To mount these items what do I really need to do this?

Also, would the brake switch be a weekend job or are we looking at a winter project?

Thanks for any input you can give.
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Cheers;
MikesCoupeGT
'76 924
'83 944
''19 Elantra GT N-Line

[924-76]

Pm'd
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1976 924 N/A ROW SOLD
1980 931S
1981 931 Part car RIP

[MikeJinCO]

I can't comment on all the parts as I haven done it, but make sure and get the front uprights/spindles as many of the early cars have smaller front wheel bearings(Rabbit vs Porsche) have the later cars. This would make the hub bores larger on the newer discs.
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Mike


'67 MG Midget Dp
'71 Ocelot Dsr Kawasaki 1000(under rebuild)

[!tom]

This is covered often.

Lots of details here.

In short, to put 5-lugs on, you need from the donor:
- Front spindles (and everything that mounts to them)
- Everything that bolts to the rear swing arms
- E-brake cable

You're not going to be able to put the transmission on without major effort, as the input shaft is a different size at a minimum; you don't say what year the donor car is so we can't advise further. The 931 came with two different types of transmission, one of which is similar to the one in your car, and another that is vastly different.

The answers are available with detailed searching.
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78 924 NA
5-lug

[ideola]

In addition to the illustrated guide the !tom linked to above, more related information for your consideration is contained here:
http://www.924board.org/viewtopic.php?p=218957#218957

I wouldn't exactly call this a weekend job. What I would strongly recommend is acquiring the donor parts FIRST. Then, go through them all and rebuild them NOW.

New bushings on everything (recommended reading here: http://www.924board.org/viewtopic.php?t=27715) and new bearings for all four hubs. Note that the suspension bushing thread hasn't been updated in a while, and we now have a source to replace every suspension bushing with polyurethane replacements; or you can stick with stock replacement, which is cheaper and will still be worlds better than the 30 year old worn out rubber currently on your car.

New brake pads and new brake hardware for all four calipers; and you might even want to rebuild the calipers while you're at it; and you should consider replacing the rotors, depending on the condition of the donors. All components available here, including replacement lines, the essential Power Bleeder and SpeedBleeders (which make bleeding the hydraulics an easy one man job), and of course, ATE SuperBlu fluid.

Once you have the bushings, bearings, and brakes rebuilt and re-assembled on your donor parts, THEN you can proceed with doing the swap. At this point, the swap itself can be done in probably 4-8 hours depending on how mechanical you are, whether you have help, and whether you run into trouble with frozen hardware.

To share an anecdote, when I did the swap on SONIC, we ran into trouble with the caliper hardware kits, which I did not bother to order new. When replacing the pads on one of the donor calipers, we had to destroy the caliper hardware (sliding pins) to get the old pads out. Fortunately, I managed to find another caliper in my stash that had usable hardware. If it weren't for my sizable backup stash of parts, that would have killed the project for the weekend, and would have idled the car until new parts could be ordered. This is why I say to rebuild the donor stuff first before you disable your driving car.

All said, this is not a cheap job if you do a proper job of refreshing the components. It's also not a job you want to shortcut due to budgetary reasons, as a failed braking system can lead to obvious catastrophic results. Don't short cut it, and don't rely on 30 year old donor parts to be good enough! Replace all of the wear parts.
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erstwhile owner of just about every 924 variant ever made

[Carrera RSR]

If we're talking about your '76 924, its a rare early car. Its future value is within its early dating and originality. Therefore you should consider launching money at it from a restoration point of view rather than modifying it. Unless there's a compelling reason its not gong to be a future classic?
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1980 931 - forged pistons, Piper cam, K27/26 3257 6.10 hybrid turbo, 951 FMIC, custom intake, Mittelmotor dizzy & cam pulley, H&S exhaust, GAZ Gold, Fuch'ed, Quaife
Now www.924board.org/viewtopic.php?t=34690
Then www.924board.org/viewtopic.php?t=31252

[MikesCoupeGT]

I believe the Turbo that I have been offered is an '80. Early one.

As for why I would modify my '76. Well I bought it for track use. So I want the best braking I can get. I could always keep the extra bits to return the car to its original condition one day, if needed.

If the transmission isn't workable I wont be too heart broken, it would be nice to have 5 speeds over 4 but, not the end of the world.

So spindles, and all mounting items, rebuild the calipers (yup no brainer, best to start with known good bits for sure)

Thanks everyone. I am going to see what i can do to negotiate with the current owner of the car. I will let you know how it goes.
_________________
Cheers;
MikesCoupeGT
'76 924
'83 944
''19 Elantra GT N-Line

[ideola]

The snailshell trans in that 931 will not go into your early 76 without major work and investment (torque tube, torsion carrier, clutch, etc.), including swapping your early setup to hydraulic clutch. Plus, the trans itself most likely needs attention, which will cost at least $1K to rebuild. So unless you're willing to spend in excess of $2K, not a good idea. You'd be better served to find a 5-speed from a 1980 or later NA. I know where there is one here in MI that might be a good option for you to consider, I'll know more about that on Friday.
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erstwhile owner of just about every 924 variant ever made

[ideola]

Also, one more thing: since you have an early car, you would be well advised to grab the entire torsion carrier assembly, trailing arms and all. There are some nuances with the early cars where the torsion carrier is different than on the later cars. You are going to want the later setup as it provides more adjustability in the suspension.

As I'm not that familiar with anything earlier than a 78, I can't enumerate the differences for you, but you might even need to make some attachment points on the chassis for the banana wing mounts or something to that effect. Suggest you do some research before committing to this path. On a related note, that 1980 931 is going to have a torsion carrier with the arms to support the trans. You will need to cut these off if you plan to use that carrier in your car.
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erstwhile owner of just about every 924 variant ever made