Porsche 944 bolt pattern
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There are three types of braking system available on the 924, 931 while the 924S.
The standard/base brake system for the 924 are often identified by the 4-lug bolt design, as well as the utilization of wheel bolts.This stopping system includes solid (non-vented) forward disks, and rear drums. The upgraded brake system for 924 are included in the M-471 choice, and use vented disks all around aided by the more widespread five-lug pattern (with studs and lug nuts).
The very early 931 additionally used the standard/base brake system depending on the 924 above. But because of the 80 model 12 months the brake system with M-471 alternative became standard regarding the 931.
Eventually, belated 924's and 931's (924 VIN 92 CN450832 onward and 931 VIN 93 CN150332 onward) aided by the M-471 choice is almost certainly not precisely specced from some components manufacturers with regards to the front calipers. The belated 924's and 931's use a lot of early 944 components, but it was one location where they differed. The 944 used various braking system biasing than the 924/931 (front/rear vs. x-split), because of the outcome that caliper sizes are somewhat various. Because of this, if ever servicing the leading braking system calipers, ensure that the correct parts are used, also on these late vehicles.
The M-471 brake system is essentially the typical braking system regarding the 924S (and very early pre- '85.5 944) with a major exclusion: the 924S utilizes a stepped master cylinder (in accordance with all the 944). The 924 and 931 master cylinders have the same diameters front/rear. The 924S/944 is stepped 23/19mm. So the 924S master cylinder cannot be utilized on the 924 or 931 until you in addition replace the plumbing system from a "X" split on front/rear split found in the 924S and 944.
To transform a 4-lug vehicle toward M-471 suspension system, the easiest way is to purchase a components car with all the choice; a failure this, have the complete front and back suspension from a parted-out automobile like the brake master cylinder. It's frequently simpler to discover a 924S or 944 as a donor than an M-471 924 or 931, considering greater production figures and better market saturation. (The widths and offsets of rims from a 944 will vary, although they are going to fit, they'll not fit beneath the stock fenders.) Choices are to make use of the rims from an M-471 924 or 931, buy aftermaket wheels to suit, or to use the 944 tires and flare the fenders like Carrera GT (fiberglass or carbon fiber fenders and flares to do this can be obtained from numerous resources, such as for instance GT Racing and AIR). The latter will, additionally enabling you to make use of 7" tires and correspondingly wider tires, enable you capacity to utilize wider Fuchs as well as other rims through the early 911's, with lighter loads and widths around 9".
But as mentioned in above note regarding braking system biasing, the braking system line routing will not be correct if parts from a 944 or 924S are employed; because of the various components, the brake system must certanly be converted from x-split to front/rear if making use of parts from a 944 or 924S. This implies brand new hard lines must certanly be bent, flared, and installed, and therefore the perfect 944/924S braking system master cylinder is employed. Again, the easiest conversion is going to be using the full system from one vehicle to guarantee the proper components are utilized.
Brake circuit plumbing analysis: For stopping systems in contemporary automobiles, national legislation requires that each vehicle have two independents braking systems. On traveler vehicles it is accomplished by having two hydraulic circuits, each unconnected to another and capable of operating on their own should a failure/leak occur in the other. The various braking system circuits utilized in the 924/931 vs. the 944 tend to be, respectively, called X-split and TT-split or front/rear split. They've been a visual mention of the layout associated with connected brake elements. The X-split means wheel-end brake elements at contrary corners associated with automobile take the exact same circuit, so the front right and also the left back share a brake circuit, in addition to front side left and right rear share an entirely separate circuit. These circuits tend to be both managed by the same master cylinder and feed through the same reservoir, but there the commonality comes to an end. The TT-split or front/rear split shows that the front wheels take one circuit, therefore the rears on the other side.
Without starting substantial detail on braking system system design, the reasons for picking one circuit design vs. another are intimately linked to suspension geometry as well as the resulting security or uncertainty that develops when one circuit is disconnected. This is why the 944 has actually a unique design - the x-split wouldn't be stable in a deep failing aided by the different geometry associated with broader wheel offsets and fenders. The 924/931 has various geometry and it is more inherently steady. However, a TT-split will work in a 924 or 931.
The final keep in mind that is applicable listed here is on brake biasing or proportioning. The front tires must develop much more braking system torque (stopping energy, if you will) versus rears, considering body weight transfer under braking, to avoid the back wheels from securing first and rotating the vehicle. This is attained numerous methods; in contemporary cars it is now becoming managed digitally. But inside 924's, 931's, and 944's, it is handled by hydraulic element sizing (to obtain the proper proportion front-to-rear). In 924 and 931, the master cylinder gets the same bore size for each circuit, additionally the front and rear calipers utilize sizes to ultimately achieve the correct proportioning. The 944 utilizes a master cylinder with various bore sizes front and rear - since the fronts and rears are on distinct circuits. For that reason, for confirmed quantity of strain on the brake pedal, a 924/931 will develop identical pressure on all corners, whereas the 944 will build up more stress at the start than during the backside. It then becomes obvious the reason why the brake corner components should be matched aided by the master cylinder when performing a brake transformation - if they are blended, it becomes easy to either lock a rear wheel or among front wheels could end up getting inadequate stopping ability - dependent on the way the system becomes plumbed.
What is very important to remember from this - make use of the proper braking system master cylinder from vehicle from where the calipers came from whenever converting, and ensure your braking system lines are plumbed precisely. If using a 944 donor, realize that the brake range routing must switch to have both rears connected to one another and feeding through the smaller bore for the master cylinder.
The 1979 Sebring M471 alternative was for four-wheel disc brakes. The wheels
were 6" X 15" with 205/60 H15 tires, typically Pirelli P6s. The possibility
included $1400 into the price of a 924. The option was offered MY1979 to
MY1982 in the usa. My 1981 924 has actually this method.
The same 5-bolt wheels had been made standard for the MY 1981-82 United States 924
Turbo, all ROW markets had these rims as standard. 16" X 6" forged
rims had been optional in most markets using the M471 option, forward and back
swaybars and mandantory four-wheel disc brakes. The standard 924 M471
tires were the cast spider-web kind ATS cast rims, 5-bolt versions of
the 4-bolt typically supplied.
The rear rims also utilized a 19mm spacer to improve handling, this
caused understeer. The 4-bolt application didn't utilize a spacer, though
the factory supplied one and recommended it to enhance handling.
Must-have already been a long winter months for you to definitely color the brakes. 931 back brakes put in on a 924. The dust shield just isn't downloaded (yet).