1982 924 Turbo Crank Position Sensor
 

I picked up an '82 924 turbo, a few months ago. [Yay!]

It needs a crank position sensor (part number 93160602100). [not so yay.]

I've tried searching for this part with little luck. However, I might've found a parts car, which is good (if the car has a compatible part).

Anyone know if an '81 924 turbo has the same part? From what I understand, the '79 & '80 models don't.

Any help would be appreciated.

Indeed, the '81 part is the same. The part itself though, is no longer available elsewhere. Here's a blurb on said topic, if you can muddle thru the high-tech talk!

924Board.org :: View topic - 931.606.021.00 Pulse sender, flywheel sensor? 1981 924 Turbo

All S2 (1981-onward) cars use the same crank reference sensor.

Same part is also found on early 944s, used only for diagnostic purposes at the dealer. . .mention this to broaden your net if you are looking for a salvage part.

I could be wrong, but I don't think that is correct. The 931 part number does not appear in the 1985 PET for the 944. I recall there being some speculation that the diagnostic sender would work, but I also recall getting a used one and verifying that it is not the same as the 931 "impulse sender". I think I still have it lying around the shop.

Looks that way! The 944 part actually has a 911 part number, but I could have sworn I read somewhere it was the same piece as the 931.

Oops!

Yeah, I already found out the hard way this part is a little difficult to find.

I have quite a few resources to find parts and it just doesn't exist.

So, I figured I'd stop looking amongst the folks that know what the part is & search amongst the folks that don't know what they have...hence, the parts car I found.

Thanks for the info, folks!

I was under the impression that these are unobtanium new. 81-82 should be the same part.

Alternately, you can swap to a MSD system here.

924Board.org :: View topic - TUTORIAL alternative to the DITC ignition, MSD 6530

The diagnostic sender on wifey's 87 944 looked suspiciously like the crank sensor that came out of her 82 931. Might be worth looking up the specs.

From what I recall, they are not the same, at least not dimensionally. I seem to remember that the 944 unit is longer and has a larger diameter; it also has a flat rectangular piece sticking out of the end, which the 931 unit does not have. Specs are nowhere to be found, but it would be interesting to put them both on a scope.

For anyone that's curious...

The crank position sensor from the parts car I found worked fine.

:cool:

I need this same part (crank sensor #93160602100)

Did you find the part ever?? I need one

This part is not available anywhere. Your only hope is to find a 1981-82 parts car and hope that the sensor is intact and functional.

Any luck with comparing signals on scope of the 944 diag sensor? There's a tonne of those laying around. In have one in a box somewhere. I'll pull it out and measure it and get some scope waveforms.

Won't matter. The 944 unit is a single winding unit, the 931 unit is dual winding.

Here's picture of 944 diag sensor. I'll put this back in the car tomorrow and scope it to see what kind of waveforms it generates. Impedance is also a lot lower than the 944 units.

http://i42.photobucket.com/albums/e3...47748EEFC5.jpg

Wow, why not just go standalone? Seems like less of a hassle. Run whatever hardware you want... especially when a lot of parts are NLA.

(sorry, can't help but cheerlead)

that's a lot more cost and effort than replacing just a single sensor.

Do you have a waveform from this sensor? Looks like the 2nd coil may super-impose another signal on top of the 1st one?
http://i42.photobucket.com/albums/e3...1.jpg~original

Bosch stopped making this part in 1985, and Porsche has no old stock sitting around. The TDC sensor for the 944 cars looks similar, but it functionally different.

If you have one of these, hang on to it... Its scarcity will ultimately result in a high value when someone with a 924 Carrera needs it and is willing to pay big bucks.

If you have a 924 turbo (81-82), be prepared to throw the car away when this part fails, since there is no substitute.

I suppose that all the 931 owners could petition PAG to make that part available, but there probably isn't enough money to get them to do it...

George = needlessly dire

You aren't wrong, but it's worth it for a car that is driven in terms of reliability, sustainability, and simply keeping these cars on the road. I have about $1200 into my MS build, and that includes a lot of knick-knacks that are optional and tools that a lot of people probably already have. That $1200 is insurance against no-starts (and the towing service), DME problems, harness degradation, reference sensor issues, AFM and distributor removal, speed density tuning, and so much more...

To my knowledge, the 937 and S2 931 were The Only Cars Ever to use the Siemens "Digital Ignition & Timing Control", hence the rarity of the sensor. There has been much speculation over the years about other sensors from other cars that "might" work, but I am not aware of anyone finding one that functions in the same way as the sensor for the DITC unit.

As for petitioning PAG, it's not just this part we should ask them about. There is a growing number of parts for both the 924 and the 931 that are NLA. Simple things like head tensioning sleeves, roll pins for the crank, thermostat bypass hose, motor mounts, and on and on. I have something of a list I've been compiling. George, I would be interested in your perspective on how we might go about banging away at PAG to convince them to start making these parts again. I am quite willing to be the pest and spearhead the effort, I just have no idea where to begin.

As for the original problem, there are a couple of relatively inexpensive options that don't require full MegaSquirt conversion. I'm not knocking MegaSquirt, it has it's place. But I also find it disingenuous when MS enthusiasts profess how cheap and easy it is, because when I look at the forums, I see many many months of trial and error and difficulties getting those systems to work reliably. It's not just the dollar cost, it's the cost in time and effort and misery that is daunting.

If and when my DITC systems fail, and I run out of spares, I will likely be looking at something a little less complicated than MS, like the MegaJoltLiteJr option with EDIS, combined with my trigger wheel setup. There is also this excellent writeup on 924board from a member there who converted using a programmable MSD system.

A good beginning might be an online petition, here at PP, Rennlist, and 924.org... Accumulate a list of names and potential buyers, print it out, explain the problem, and mail it to the CEO of PAG... don't know who that will be, since there is a little problem with management at their parent company right now... :)

That said, making these as a special run might become very expensive, and PAG is not in the habit of losing money on anything.

This looks like it may be the correct waveform for 931? Two coils in series with a super-imposed position trigger:

http://i42.photobucket.com/albums/e3...s.jpg~original

Found a post on 924board where someone got the ignition to work by feeding it a simulated signal.

Great idea. Here's the petition:
Save the 924!

nm

nm

Standalone?

nm

You are staring into the NLA abyss on this one...

You are by no means the only one who has this problem.

Put your plea out on the 924Board.org site - more people there who will have this part, and may take pity on you.

nm

nm