Stratman

In the 22 years I've had my 930 I've never known when it was spinning the wheels in 1st 2nd whatever. How does one tell when this is happening?

Izzy

I wouldn't take it into Lufteknic. Had a buddy get a engine out rebuild, and Glen took him to the cleaners. I've also heard from another 911 owner that he is extremely slow to work on any new customer cars. I could get you the name and number of my mechanic in Richmond, he works on a lot of 911's and the sort. Just shoot me a PM if you're at all interested.

I'm from north of the river myself, glad to finally see a local on rennlist. And with a very nice 930 as well. Congrats.

DDD

I PMed Izzy about that mechanic, and want to thank you guys for all the useful tidbits so far.

Sratman: My understanding of 930's is that they should not spin the tires like mine does because of all the weight on the rear tires. My car is geared very low, and goes from 3000 rpm to the rev limiter at 7000 rpm in what seems to be 2-3 seconds because of the gearing. This causes the front of my car to feel light even though it is lowered and has a 'racing' suspension. When the power builds, my rear 245 Brigestone Potenza's start to spin and slide sideways a bit.

Believe me, I may de-tune the car to get rid of the wheelspin as well as preserve the engine. I don't think it is a natural thing for most 930's to do, and I would hate to have my tires spin up in a tight corner!

But I'm no expert.

Stratman

I should have clarified. I've never heard them spin with the sound of the exhaust and wastegate opening up. I know they do because I generally only get about 6-8k out of a rear set of tires. You know you can go to some way wider wheels/tires in the back that would help with traction. Probably up to 315's out back.

DDD

It's on the list, believe me!

BrianKeithSmith

I'd think those 245s would easily break loose with - even with a pretty much stock 930.

Stratman is right - bigger is better - my 315s still spin sometimes on the track though.

All 930s go through 1st gear in the blink of an eye. I know leaving the pits is when I always hit my rev limiter because it comes up so quickly.

Brian

DDD

I don't accelerate at all in 1st gear because of that. In second and third gear my car still hits redline surprisingly fast because of the gearing, and that makes my tires break loose.

Yeah, I need 315's. Does it matter if I use 15 or 16 or 17 inches in height? What I mean is that I saw recommendations for 315's on 15 inch wheels, but the recommendation for 16 inch wheels was only the 245's I have. Does the height of the wheel affect how fat the tire can be, due to rubbing on the fender? Can i just as easily run a 16" 315 as a 15" 315, or is the fender more likely to rub the 16's? What about a 17" 315?

125shifter

315/35-17 are the most available right now (besides 18" and bigger). A search on Tirerack should turn up a few choices.

DDD

They won't rub any easier than a 315- 15?

I do have a pretty tight suspension, poly- bushings, upgraded torsion bars. Just wondering about the tires rubbing the fenders....

srf506

Rear wheel spin in a 930 is ususally a function of "sport" cornering. You're accelerating through the turn (or you should be), the front end lifts because the weight is going to the rear. The rears are pushed down for the same reason. That puts you into a natural understeer or "push" mode. However, the inside rear is also being lifted (as is the front). As the weight leaves it the torque of the motor can overcome its grip and the wheel spins. That's what usually eats up the rear tires. The weight shift is pretty amazing. In fact on very stiff 911s and 93X series cars (racers with full cages) they usually will lift the inside front wheel off the ground and it will actually stop spinning as they drive around a fast sweeper or double-apex corner.

If your car is competition geared and very stiff I would imagine it does get wheel spin. I try not to do it much in a straight line (tough on the driveline of a pretty much stock 930) but if the car isn't sliding in the corners you're not trying hard enough!

Chet 930

FWIW.....It just dawned on me as I was breezing past the wiring instructions you were sent for your MSD and reading the rest of this thread......the 76 turbo and 87 turbo are a little different for wiring with an MSD. Reason is the CDI unit has a different number of pins (one is a 6 pin and the other an 8 and therefore the number of wires that are involved in the conversion). I dont remember now which is which (its been a few years since I did the last one). I think the later is a 8.
Anyhow, after wiring both early and late 911 turbos with the MSD6, the earlier one is a little more invovled. It also involved moving the distributor one tooth. I also needed a tach adapter for my 77 930 but I didnt for my 89.

Chet 930

My rears will usually break loose from a straight line around 4200-4500 rpms in first gear. The boost and larger intake ports combined come on pretty hard.... the back will start squirling some from side to side . Cant get it in any other gear in a straight line though. Gears are too tall. No...let me rephrase that......need more than 428rwhp to do so!

A930Rocket

I should know the number of wires, but....

You only need to follow the coax wire off the distributor, which goes to the CD box and splits. My '87 needed a tach adapter as well.

DDD

I'll bring this info and whatever else I can find to my mechanic before I let him do anything.

I'm trying the guy at Delta V Motorsports in Richmond instead of Luftecknic's because of a suggestion by Izzy. Jeff Smith is the mechanic, he seems pretty responsive to questions. Anybody tried them out?

Chet 930

Problem is it doesnt split externally on the earlier box.....you have to split the wire yourself and then it goes out of phase. Thus the moving of a gear tooth.