ian

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People keep asking how to turbo charge a 944 n/a well here is your awnser....

dualblade

i saw that today and was really interested. does that package seem like good stuff and is it worth what he wants for it? i'd like to turbo my s2 and thought about buying that kit. eventually i'll do the engine work required to lower the compression so i can make the most out of the boost and if i'm going to need all that stuff anyways i might as well buy it now

DerSchlechtSpecht

How does one lower the compression, and why is it important to do so when supercharging or turbocharging. I thought the more compression the better???

Christian

Matt O.

[quote]Originally posted by DerSchlechtSpecht:
<strong>How does one lower the compression, and why is it important to do so when supercharging or turbocharging. I thought the more compression the better???

Christian</strong><hr></blockquote>

Cause if you run boost with too high compression, it's not natural, or made for that much pressure and you will blow your head gasket, engine, etc. If you have lower compression you can run boost because it won't create un-godly amounts of pressure. Basically, that's it. Search the archives, there is a lot of good info about this.

Pretty much you lower the compression by getting new pistons, among a few other things I'm sure...? (I think)

dualblade

it helps to strengthen a bunch of parts in the engine as well as getting lower compression pistons when you rebuild for a turbo. btw, another thing that high compression + turbo will do is give you detonation problems. this is when the compression in the cylinder makes the fuel explode without a spark and out of time with the way the engine should be running. the higher the octane, the more compression gasoline can take before it detonates. the air that a turbo packs in compresses everything in the cylinder more but if you run racing gas with higher octane then you can run higher boost.

eventually i'd like to accomplish "project turbocab" and be able to run on regular 92 octane so i'd probably bring down the compression from 10.9:1 to 8:1 and maybe run around 1 bar. this is all kinda theoretical and no finite plans cause i have no idea how much this will all cost.

side question: i'm curious about being able to run a higher redline. i'm guessing lower compression pistons have less in cylinder travel so is it safer to run a higher redline? if not then what would let me keep the car a daily drive but safely have the redline at maybe 7500 instead of 6500 (or is this not practical/possible)?

Luke

really thick head gasket

brh986

[quote]Originally posted by dualblade:
<strong>
side question: i'm curious about being able to run a higher redline. i'm guessing lower compression pistons have less in cylinder travel so is it safer to run a higher redline? if not then what would let me keep the car a daily drive but safely have the redline at maybe 7500 instead of 6500 (or is this not practical/possible)?</strong><hr></blockquote>


You can have an engine balancing done but that is $$$$$$.

Just hazarding a guess but perhaps less mass in the driveline might help (i.e. lighter flywheel, etc.)

dualblade

[quote]Originally posted by brh986:
<strong>


You can have an engine balancing done but that is $$$$$$.

Just hazarding a guess but perhaps less mass in the driveline might help (i.e. lighter flywheel, etc.)</strong><hr></blockquote>

uh oh, 6 $ means i'm in trouble
if i got the lighter flywheel, how would i know if it's safe to run a higher redline?