Versuchswagen
VIN 92A0410010
Brief 944 History
Finally a genuine Porsche
Pedigree
Comments by Jochen Freund
As Senior Project Manager for the 944, he made reference to the 944 test vehicles in the 7 July 2005 edition of Auto Bild:”We hid the mechanics under the body of the 924.”
Registration
Technical.pdf
Installing a Porsche 944 engine into a standard Porsche 924 is one of the most demanding transaxle Porsche conversions. Although the cars share similar styling, their chassis, suspension, drivetrain, and engine mounting systems were engineered differently, making this far more than a simple bolt-in engine swap
Engine Mounts & Crossmember
The greatest challenge is adapting the 944 engine to the 924 chassis. The early 924 uses a steel crossmember that bolts to the subframe rails and carries the front control arms and steering rack — but the engine itself does not mount to the crossmember at all. Instead, the 924’s engine hangs from two steel tabs bolted directly to the engine block, which connect up to mounting tabs in the engine bay/body structure. The 944, by contrast, employs a completely different aluminum crossmember, and the 944 engine sits directly on top of it via two mounts. As a result, the engine cannot simply be installed without extensive modification. The conversion typically requires cutting, welding, fabrication of custom engine mounts, modification or replacement of the front crossmember, repeated trial fitting, and precision measurement to correctly align the engine with the torque tube. Even slight misalignment can result in driveline vibration, clutch problems, and premature component wear
Driveline, Electronics & Suspension
The driveline presents another major challenge. The bellhousing must be adapted sothe 944 engine mates correctly with the 924 torque tube while accommodatingdifferences in clutch diameter, spline count, and release mechanisms. Precise alignment between the crankshaft and torque tube input shaft is critical. Depending on the configuration, compatible clutch components must be fabricated or sourced, and the conversion may require replacing the torque tube, modifying the shift linkage, and matching CV joints and axle lengths when a 944 transaxle is installed. The conversion also requires integrating the 944’s Bosch Motronic engine management system, including the ECU, wiring harness, sensors, relays, and electronic fuel injection, effectively rewiring much of the front half of the car. Additional modifications are often required to the steering system, sway bar, accessory brackets, and front suspension to provide adequate clearance and support for the larger, heavier engine
A Survivor with Provenance
German vehicle registration authorities registered this survivor on the 7th of July 1980, just 29 days after its production on the 5th of June. It is correctly registered as a 924 with an output of 120 kW.
This 944 prototype spent 22 years in the Freisinger collection. Manfred Freisinger Sr. had Porsche on speed dial in the 60s, 70s, 80s, and 90s. He saved a number of historically significant Porsches, including the 1963 901 prototype convertible.
Summary
A 944 engine swap into a standard 924 is not simply an engine replacement—it is a complete engineering project. The most demanding work centers on redesigning the engine mounting system and correctly aligning the drivetrain. Success requires cutting, fabrication, welding, precision measurement, and significant mechanical and engineering expertise
Further information
The term “unique opportunity” is loosely thrown around when it comes to the collector car market. However, in this case there is really nothing that compares with an opportunity to acquire a true Porsche test vehicle that should have ceased to exist 46 years ago.
92A0410010 not only survived the crusher, but thanks to one of the most prolific collectors of Porsche prototypes and race cars, Manfred Freisinger Sr., #0010 was tracked down and tucked away in his collection for 22 years until being purchased 5 years ago and placed in storage in Eberhardzell, not far from Stuttgart, where it still resides.We have included a technical section so that one can truly appreciate what it took Porsche R&D to take a base 924 and transform it into a 944. One can then appreciate that these 924-bodied prototypes had nothing to do with the 1986-debuted 924 S, which even in its last year of production had a detuned 944 engine.
On the contrary, #0010 was registered as a 924 on July 7th, 1980, with full 944 specs, 2449cm³ and KW120/5800, as noted in its legally binding German “Fahrzeugbrief,” or registration. This is a far cry from its previous 924 base specs.
It should be noted that the cutting, welding, and fabrication described, needed to fit the 944 drivetrain into a 924 body, was done prior to #0010 being painted by the factory. #0010 was also optioned with M666, or cosmoline delete, in line with its intended purpose.
Additionally, it was optioned with the 63 Ah heavy-duty battery (M597) to give greater reserve current for test equipment.
Though not optioned, #0010 was also fitted with a 260 km/h 924 Turbo speedometer as well as a Turbo rear spoiler.
Most notably, #0010 still retains its foil-wrapped coolant reservoir, consistent with established automotive engineering practice of using foil as a radiant heat barrier for heat-sensitive components in high-load testing environments.
#0010 needs a complete restoration, but as laid out in a 30-page Data Classic report, it has no rust, not even in the wheel arches. Porsche Böblingen, on the outskirts of Stuttgart, did the Classic Technical Certificate, and they arranged for Data Classic to do a more thorough report on the condition of #0010. The report is available to those interested in acquiring this true survivor and piece of Porsche history.
Feel free to reach out should you have any questions @ +1 904 866 6007
Kevin Gerlach
St Marys, Georgi
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