I have just updated the website to show how we turboconverted our 968 CS. Click on the turboconversion link under 968 CS on the menubar to read about it. www.944968.com

This is quite a cheap conversion as long as you are able to get the right parts off a 951 and do the work yourself.

 

Looks good! I'd love to know how the off-boost performance is with the relatively low compression ratio though... comparable to a stock 951 maybe? How much boost are you going to run eventually?

 

I am not sure yet. We were planning on keeping it relativley easy and no stressful, for starters at least. Maybe 0.8 bar or so... I have to become a better racer before insane booost is tested

 

When you say budget....what 'ballpark' amount are in you into it now?

 

About 6000-8000 US$ converted from Norwegian kroner. You guys should be able to get the parts needed cheaper. This does not include any form of payment for the job...

 

At 7:1 you should be able to run insane boost numbers pretty safe!
Very nice with the detailed website with pics etc.!

 

Very nice. Thanks for posting that.
Just a few questions:
Are there any modifications to the block needed to use the 944 turbo crank?
Are the rods still factory length?
What engine management modifications are you planning so you can run a higher boost pressure?
I'll echo Sami's question about off boost performance.

 

No mods at all necessary, that is the stroke (litterally) of genious with the method. I have read alot about people going the other way around so I reaserched it and realized that it is a very good (cheap) method of lowering comp.

I changed the rods only because we had one set lying around from the former conversion (on the 944). They are the original length. The 968 pistons and rods are very good and light parts, forged by the way. No need to change them exept for lowering compression ratio. These aftermarket parts are very expensive and help make a turbo conversion costful.

I am considering a Haltech E6K, for now (temporarily) the OEM management and fuel system is in use along with only 0.3 bar boost.

I thought the car would be pretty dead on low rpm, but it is really not. With the current setup at 0.3 bar it is powerful and great to drive at low rpms while it kicks *** higher in the rpm range. No sluggishness at all. The variocam meen a great deal there... The low compression ratio is not felt at low boost/low rpm, it is actually a lot better than I had ever expected.

 

I'm working on a plan to turbo my S2 so I think that most of the same principles will apply.
What I'm not sure of is if the 944S2 pistons are forged or cast. I've never gotten a definitive answer on that. If I can do this and retain the stock pistons that would be a huge cost savings.

Thanks for your help.

 

Pete, the reason I dont think you have an answer is that, from what I have seen, it varies. People I know say they have seen both ways.

Eirik - Destroking big V8s has been done for a long time as a way to gain RPMs. I am very impressed with your work. When you say stock ECU I guess you are referring to a Turbo ECU and KLR? What are you using for boost control?
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That's exactly what I mean. Some say they are cast, some say they are forged. The factory literature says forged but I've heard others say that the ones they pulled out of their motor were cast.
Are all 968 pistons forged? I could pick up a set of those reasonably if neccessary.
FWIW, the factory literature for the 968 says it has a plastic oil pan but no one has ever seen one.

 

I wouldnt want to see a plastic oil pan myself!! I really couldnt tell you, not being a S2 or 968 library of info. I would post the questions over on 968.net. They arent always as friendly but for the most part are darn knowledgable.
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All 968 have forged pistons and rods.

Litterature is often annoyingly innacurate. The "plastic oilpan" is a plastic insert in the oilpan to keep the oil at the pickup tube during hard cornering.

Stock ECU as in OEM Porsche 968. The maf measure any extra air and can give fuel up to about 0.3 bar boost. The Porshce 944 turbo wastegate with no boost control make 0.3 bar of boost so that was a lucky coinsidence. I was planning on doing the breaking in and testin without applying full throttle, but now I can floor it without problems. Not perfect but good to test drive until I decide what to do with the management.

 

Alright, very good info. I guess stand alone is the only real option? Using 951 DME/KLR are out of the question?

Nice work.
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I thought the 968 forged pistons started with '93...not the '92