I drove a 944 v8 hybrid today!!!!
11-15-2004, 05:37 AM
#16
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Im going to get flamed but that is one slick 944 
Where do you people get those headlights from? i saw so many here and there all with different designs, are they custom made?
Where do you people get those headlights from? i saw so many here and there all with different designs, are they custom made?
11-15-2004, 08:53 AM
#17
I will probably upgrade the lights to a higher quality when I get some time.
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11-15-2004, 02:27 PM
#18
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WOW... I'm jealous. I'd rock that conversion day in and day out. I actaully really like those lights!
So tell me how it feels to drive it hard without worry/guilt of breaking stuff??
So tell me how it feels to drive it hard without worry/guilt of breaking stuff??
11-15-2004, 02:36 PM
#19
Race Director
As a side note to this discussion, it's a little-known fact that Porsche considered and experimented with putting the 3.3ltr V8 Indy motor in a 944. The car had to have a slight buldge in the hood to accomodate the slightly taller motor, but it fit.
The idea was eventually abandoned as it was deemed to be too expensive of an investment in tooling, etc.
Now that would have been an interesting car to drive.
The idea was eventually abandoned as it was deemed to be too expensive of an investment in tooling, etc.
Now that would have been an interesting car to drive.
11-15-2004, 03:18 PM
#20
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You always start worrying about breaking stuff when you add more power... I'm always thinking about the weakest link.
My biggest issue now is stopping. If you've seen the Looney Tunes cartoon with Yosemite Sam yelling "Whoa Dragon!", you get the picture. The car does require a bit of "finesse" to drive and, although it has the power to start in third gear from a dead stop, I don't think the clutch could take it.
I really spent quite a bit of time getting it to run properly and did not abuse it during the process. The GM ECU really was the item that caused me the most headaches. Since the engine/ECU came from a squad car with an Automatic and without a correct VSS (vehicle speed sensor) the computer never utilized the proper performance maps. I had a major idle surge/deceleration issues even though I was able to use LT-Edit software to reprogram the ECU. I decide to buy a professional fuel management system. The Accel DFI fully programmable OBD1 system made a huge difference. Utilizing MAP (Manifold Pressure) instead of MAS (Mass Air-Flow), also allowed the computer to compensate for the custom headers, intake and larger injectors. With this system, I'm now able to tune for performance instead of tuning just to keep running. The engine now idles like a sowing machine and WOT runs are capable without the timing being retarded.
My last issue was the addition of the high pressure fuel pump that was added at the fire wall to keep 45psi at the fuel rails. This helped provide much better throttle response. However, the load on the electrical system kept popping the ECU fuses. I was able to resolve this by adding two relays, one for the Porsche pump and one for the new one.
Next project will probably be brakes... BEFORE the LT-4 upgrade....
My biggest issue now is stopping. If you've seen the Looney Tunes cartoon with Yosemite Sam yelling "Whoa Dragon!", you get the picture. The car does require a bit of "finesse" to drive and, although it has the power to start in third gear from a dead stop, I don't think the clutch could take it.
I really spent quite a bit of time getting it to run properly and did not abuse it during the process. The GM ECU really was the item that caused me the most headaches. Since the engine/ECU came from a squad car with an Automatic and without a correct VSS (vehicle speed sensor) the computer never utilized the proper performance maps. I had a major idle surge/deceleration issues even though I was able to use LT-Edit software to reprogram the ECU. I decide to buy a professional fuel management system. The Accel DFI fully programmable OBD1 system made a huge difference. Utilizing MAP (Manifold Pressure) instead of MAS (Mass Air-Flow), also allowed the computer to compensate for the custom headers, intake and larger injectors. With this system, I'm now able to tune for performance instead of tuning just to keep running. The engine now idles like a sowing machine and WOT runs are capable without the timing being retarded.
My last issue was the addition of the high pressure fuel pump that was added at the fire wall to keep 45psi at the fuel rails. This helped provide much better throttle response. However, the load on the electrical system kept popping the ECU fuses. I was able to resolve this by adding two relays, one for the Porsche pump and one for the new one.
Next project will probably be brakes... BEFORE the LT-4 upgrade....
11-15-2004, 03:54 PM
#21
Race Director
The Accel-DFI system is pretty nice. Installed one in a friend's Mustang a couple of weeks ago. He got a great deal used from some other hot-rodder. Came with injectors and everything for less than $1000. I actually know a guy that installed that system on his 951 as well. One of my dreams these days is to make a mid-engine twin-turbo V8 conversion in a 944 ! heh, heh...
11-22-2004, 02:54 AM
#28
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Did this car keep the Porsche transaxle or is it using the 6-speed in the "normal" location? I find it hard to believe you were unable to feel all that extra weight up front... maybe you need to be recalibrated 
Actually domestic engines are pretty cheap, as are parts for them.
Or they just have a strong distaste for pushrod valvetrains and value chassis balance over power 
Wow! I bet that engine cost an arm and a leg!!!
People who talk poorly of ls1 conversions are...well...conceited.
11-22-2004, 10:22 AM
#29
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Porsche Transaxle. A custom bell housing mates the LT-1 to the torque tube. Larger front springs were added to compensate for the weight. Truthfully, the significant torque increase and strong pull in the lower RPMs actually makes the car seam lighter. Stiffening the rear suspension would probably help the weight transfer on acceleration, which is now more pronounced. Even with the added weight, the balance is still better than any domestic from the same era.
A domestic V8 can be pretty common... However, attach the letters LT-1 (or similar) to the engine, and suddenly parts become rare and expensive. Its also amazing how many people (that you would expect to know) are clueless when it comes to these parts!
A domestic V8 can be pretty common... However, attach the letters LT-1 (or similar) to the engine, and suddenly parts become rare and expensive. Its also amazing how many people (that you would expect to know) are clueless when it comes to these parts!
Last edited by Flying V; 11-22-2004 at 04:55 PM.
11-24-2004, 03:22 PM
#30
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Originally Posted by Danno
The Accel-DFI system is pretty nice. Installed one in a friend's Mustang a couple of weeks ago. He got a great deal used from some other hot-rodder. Came with injectors and everything for less than $1000. I actually know a guy that installed that system on his 951 as well. One of my dreams these days is to make a mid-engine twin-turbo V8 conversion in a 944 ! heh, heh...