Rich Sandor

Dan.. you would do better than "ok" if you had lsd.

I could not believe the difference in my 951 when I went put in an '89 lsd gearbox.

With LSD there is no more low speed understeer.. squeeze the go pedal and the car turns in on a point, if needed.

Keithr726

Headers do wonders to S2s. Try a Weltmeister performance chip

Eyal 951

Raise the compression. Go to 11:1 or 12:1 with pistons, 5 angle valve job back cut valves, optimal porting, Get an intake system that works, along with an intake manifold thats improved. Cams, good exhaust manifold with a good exhaust, probably 2.75 or 3.0 or something (Do your research) no cat. Piggy back engine managment, LWF, and you could probably see 200-250 RWHP. I would love to see a built s2, but all that work is like 5-7K. It woould be far superior to a turbo on track though.
Eyal

Rich Sandor

a stock turbo maybe. throw the same amount of money at a turbo and it'll leave the S2 for dead.

bleucamaro

While forced induction is the best bet (aside from an LS1, yes I'm a blasphemist), there is an alternative to turbocharging: supercharge it. I'm in process of supercharging mine. I picked up a used huntley racing kit, and it is far from engineering excelence (meaning that most anyone with a bit of inginuity could do this). This kit uses an Eaton M-90 with inverted casing so the air discharges out the top into a custom plenum. The roots blower will give a good fat and flat torque curve with good mid-range power. If you were to source the parts individually and knew how to weld, you could do this for under $3000 and it will give you an excuse to run those larger injectors.

Pics of the kit: http://www.americanautosport.com/iga...lbid=6&stage=1

Eyal 951

You could manipulate and control the car so much better out during, and out of the turns, you'd gain sime time on a turbo there. 250 whp NA s2 would give a 951 with a K26 chips and wg a run for his money down the straight.

jonnybgood

People have mentioned 5,6 and $7k for mods to the S2. For that money I would put a 968 engine in and forget the mods to the S2. If that still is not enough power for you then you have a better starting point for modification.

Campeck

do you?
all it has is variocam... I would think that would just get in the way of other VE mods.

bjzorn

Okay so all this talk about piggy back systems. I have a question then. Will the Apex'i S-AFC or something similar work then?

Brandon

Rich Sandor

We just put superchips in my friend Kevin's 968. it's making about 250-260bhp right now. My turbo is making about 260-270bhp. The 968 in comparo pulls like mad under 3000rpm, but feels gutless above that. The turbo, on the otherhand, blows the 968 away above 3500rpm in terms of accelleration.

The n/a may be easier to drive across the board, but if you learn how to handle the spool up of a turbo, you have way more torque availble to you at higher RPMs.

I'm not bull**** armchair racing here. I've driven these cars back to back.. I'll take a turbo everytime. If I had the $$$, I'd turbo the 3L.

I've not tried a supercharged 944/951/968 yet, but I'm not discounting it as a viable option either.

FRporscheman

Lightweight. You'd be amazed how much more powerful the car will feel if you can get 300 lbs out of it. If you don't mind getting rid of this stuff, then lose the AC, PS, rear wiper, carpets, spare, air compressor, sunroof motor and linkage, back seat, radio, speakers, carbon fiber body parts if you're into that, and lightweight rims.

I haven't and won't do any of this because I like my cars the way they are. I will be buying a chip for the 968 though...

jonnybgood

My reasoning is that at least you are starting at 236 or 240 hp instead of 208 hp. You will end up spending maybe half of that 5-7k just making up the 30 hp already available with the 968.

Bluegrass2

Wow, lots of info. I understand that the 951 is the better/cheaper platform to build big power but I like the low end (non-lag) of the NA car on the Auto-X course. I definitely want to move forward on the LSD, it is needed. I also plan to address the exhaust. The big question is, will the car be insanely loud with no cat? Who should I talk to about a chip for the car?
BTW: From what I have read, the 968 is heavier then the S2 and has the same basic engine. The big difference is in the Variable cam geometry. I don't see how that would make much more difference over the S2. Point of reference: A group from our autox region had an ultimate street car competition here in Louisville. It's a combination of autox and 1/4 mile drag. Combine the two and the lowest wins. I ran my car with a dry shot of nitrous. My best 1/4 was 13.7 and with no juice it was 14.6. I think the spray is what melted my cat. The car still runs great but I have a suspicion that I'm not getting everything. It smells a little bit too....

jonnybgood

That is true about the weight of the cars but put a 968 engine in the lighter S2 and you get a greater advantage.

DoYouSmellGas?

I'm not sure the 968 engine has that much of an advantage over the S2 engine. The torque numbers for the two engines are very close and I suspect that the higher redline of the 968 engine accounts for a lot of the horsepower difference. The torque difference is more indicative of the real world power advantage of the 968 engine. And it's a small difference - less that 20 ft-lbs peak I think. The 968 probably has a flatter torque curve due to variocam, but there's only so much you can do by diddling the cam timing. They're both 3.0 liter 16-valve engines with the same compression ratio. So I would expect the 968 to have a small advantage over an S2 in real-world driving but not drastic.

Making your car light is the key to performance in many respects. Not only does your car accellerate faster, but it also brakes better and handles better. And may even get better mileage. Everyone wins. In addition to the previously mentioned items, the stock S2 rear muffler is really heavy, as is the stock hatch glass. Lopping off the stock muffler and putting on a lightweight unit is pretty easy, adding a lexan hatch is not. You need to consider the practicalities of weight reduction. A lexan hatch is easy to scratch and won't have a defroster. Shell seats look cool and are real light but are hard to get in and out of and sometimes you just want to go home and not have to deal with the race car stuff (ask me how I know).