Porsche Enthusiasts Club Forum

As soon has possible Paul, I'll have owned the car two years in February. I bet I've only done a couple of hundred miles in it.

Have you sorted out an intercooler yet Tim ?

Right guys, I have finally finished the revised engine build. Has you know I had a little trouble with number one big end bearing, maybe it from revving it to 8000 rpm, oil temp to high or possibly to tight a tolerance. Anyway I had to decide what I was trying to achieve, the car is mainly going to be used on the road with standard gearbox etc. so I did not really need 700 plus horsepower and huge torque. So having read various threads and comments I decide to go a different route.

I have turned the engine back to three litre, I've taken the compression ratio up to nine to one and have mapped the engine using the Garrett stage five turbo(T350 exhaust wheel, 61 inducer and .82 exhaust housing)

This setup as worked really well I think, especially for road use. It should come on boost well and have loads of usable torque. Below is a dyno sheet and plot for your inspection. The last two recorded pulls have different temp and bara readings because the wastegate pipe broke and we finished it the following night.









I still thing a 2.7 engine is a good way to go, especially if you want to rev, but maybe a dry sump system would be advisable.

Cheers Tim

Circa 600bhp and 500ft lb of torque should be enough for the road!

That is an impressively flat torque curve all the way from 3000 to 6500 rpm. Should mean you're never caught out in the wrong gear.

8,000 with or without a dry sump Tim? I believe that the accepted wisdom suggests that the oil pump is more of an oil foam generator at those engine speeds.

Very impressive. Graph looks pretty much ideal to me. 200hp+ per litre, awesome

Fantastic results Tim

You need to get that engine back in the car and start having some fun - pronto.

It has to be the most powerful 944 Turbo we have ever seen in this country, you need to get the Porsche mags interested

I'm surprised you went to 3.0 with this Tim when you already had the rods/pistons for the 2.7, was there an issue getting another set of the same rods made ?

Well done!

What charge cooling were you using on the engine dyno?

My god what a beast!!

Loads off power, and low down as well. Making 400hp where most tuned cars making 250

Yes, great stuff Tim! Look forward to seeing how this translates into the car. Be interested to see how the Tq transfers to the wheels?
So you think that the extra 300cc's is really having a negative effect on the motor's ability to reach higher rpms?
There is a group of us with 3L 8v motors that have found that there is a 'wall' at 6k (+/-) where the motors just seem to nose off at those rpms. A few theories abound. One being valve size limited. Would imagine that the 16v motor should spin out to 7k at least?

Yes Patrick, I've been having the same thoughts. I think its going to be a bit of an handful. I think the clutch is going to be my biggest obstacle.

No, I don't think the extra 300cc is a problem. After my last ordeal on the dyno,, all the comment regards the oil pump and its cavitation problems, I decided to go three litre and less rev. Mainly because I did not want or have room for a dry sump system in a road car. I will still probably take it to 7500 in the car.

Now the 3L 8v motors, I personally think the problem is valve size and there ability to flow the air. We had the same problem years ago with the Escort RS Turbo's, they hit the same brick wall. Going big stroke and bore only compounds the problem.
The way forward is 16 valves. My engine as a 2.7 was still making power at 8000 (640bhp @ 24psi).

I think the engine is capable of some big power with the right set up, but its all about budget.

wow some awsome figures and that graph looks brilliant! this just proves the potential this engine has!

the only downfall is it has also confirmed the downfalls of the engine and the worries i had about using one of these in a race/track car!


hoping the new engine with lower revs will prove reliable! look forward to seeing the engine in the car

nick

Do you know how big the Escort Inlet valves were Tim? I've gone from 45mm to 49mm in mine. I still hope to make some improvements with a different intake. Can't wait to see your motor in the car and hear your impressions.