Porsche Enthusiasts Club Forum

Exactly Paul, that's why I was wondering what fuel Tim was using. Can't see it being UK pump from what I understand.

I dont think that Ive heard of a 2.7l crank and 16v head combination before: most people looking at this will opt for a 3.0l crank and an 8v 2.7l head.

Im particularly interested in the liners Tim. Theyre something the frequently under-perform on these engines.

Im going to end on a helpful suggestion, although you may already have addressed the problem, but if not it may save you a fortune. You need to make a substantial brace to support the oil pickup. Cars which have run without balance shafts have frequently suffered total failures as a result of the pickup up fracturing.


Simon

Hi, I'm not a regular on this forum but it's great to read your write up and to see others around the world building up special motors for these cars. Your car looks great too.

I would have thought you'd see higher hp figures with all that boost you're running. The stock 16v heads flow pretty well although I believe the 968 head flows even better than the S2. What fuel were you running through it? The main problem you will have with these motors is the headgasket. We have been running the Cometic h/g for a few years now on E85 and they will split around the compression ring due to cylinder head vibration. Having the 3L block will help due to the siamesed bores but you still may have these issues depending on how/where you drive it. As a pure road going car where you're only on boost for short bursts you could be ok for some time. On the track with more sustained boost is where they come apart...but the beauty of the metal h/g is you can wind down the boost and still drive home in most cases. Been there, done that.

That's a pretty large Throttle body. Be interesting to hear your impressions of this on the road as far as transient response. Have you any more pics of the turbo mounted correctly under the intake? Nice way of handling the intake without going crazy. As for reducing the torque by design. Looks to be plenty at quite early in the rpms (but at pretty high boost). ps...nobody runs these motors at such high boost even though this is not super high nowdays. A few people have run without balance shafts but not all are super happy with the outcome. Keep us in the loop how you go without yours.

As others have suggested, you will need to attend to other parts of the car to cope with the extra grunt. Suspension and brakes might need a touch up. I'd also suggest putting in a trans brace to guard against lateral movement which will bring the CVs and driveshafts undone. Sorry, phone pics aren't the best but you get the idea. Just some cheap insurance. I've also got stiffer engine/trans mounts on the track car. Look forward to reading more of your progress. Thanks for posting.

ps...what are the Aussie rods you're running? Didn't know we did any down here for these cars?

16valve 944 Turbos are relatively rare because there is no simple bolt on manifold solution so you have to fabricate something yourself like Tim has with the S2 runners and Supra collector. Normally this is very expensive but Tim obviously has access to all the machine shop equipment he would need. Most of us just drop the 8v head from a 2.7 onto the S2 block and the standard Turbo intake and exhaust just bolt straight on.

Tim do you expect the engine to perform just as well when it is back in the car and has to cope with the normal cooling from airflow through the intercooler, radiator and oil cooler. I have no experience of how these elements are controlled on an engine Dyno but would love to know more.

How long does it take to hook the engine up to the dyno, plumb in all the piping and then connect up all the wiring to make the thing run?

Tim, what are the spec's on that Garrett turbo? Have you considered making some extractors and what size exhaust do you anticipate using?