pontifex - where would said bias valve be and why would I want it....

 

I have am the proud new owner of a donor.....1987 944S. Been sitting up for about 7 years....paid $500 bucks for it. Somehow lucked out on getting one the same color as my 88 NA. Engine and Tranny swap. Now i just need a list of codes to see what options were on this car! Check em out:

 

why bot transfer interior etc for you na over to the s and run that! would that not be a cheaper way of doing it.

 

That thought has run though my mind, however the S has been sitting for about 7 years in the weather with the windows down. No telling what kinda electrical bugs i would face. I know all about mine, so im thinkin it may be cheaper to swap the engine...but i could be wrong....

 

plus my 88 body is in much better shape...

 

fair piont. At least you will have a mountain of spare parts left over once you are done and have stripped the car that is left.

 

yep...ill have a spare of almost everything!...lol

 

Do not swap the trans out of the S....swap the engine, keep your '88 trans and the car will be faster

 

It will be harder to keep in the rev band and on the cams. Porsche set the ratios of the s box to siut the engine.Best to put the s box in you will get the best results.

 

I'm sorry but you are mistaken.

 

To do the transplant you will also need the ignition module (bolts to the front wheel well on the drivers side), the ignition ballast resistors (mounts by the cruise control unit at the passenger side strut tower), the engine bay wiring harness (or at least engough of it to add in the ignition module), the throttle cable, and DME. There may be more, but that's whats coming to mind at the moment.

 

Applies to any 944 but check the wiring harnesses very carefully. There's an S-only switch on the power steering pump to add idle speed at full lock, and mine burnt the harness all the way into the corrugated rubber boot for the DME. That took a few hours to sort out.

I replaced the timing chain tensioner pads (from zims autotechnik) for the $150 rather than the whole thing--it looked fine.

I JUST went though the 163,000 mile engine on mine after busting the timing belt and lunching all 8 exhaust valves. The only roller on the front I didn't replace was the "bounce?" roller for the balance shaft belt. I spent around $1800 on parts plus the labor to redo the head. I tried to fix or upgrade everything I touched, and I did all the work myself. I'm mechanically inclined, but this is the first time I'd taken a motor this complex apart. I'm really happy to have the car back after being down for 4 months.

It's not as fast as an S2 but I love the way it revs--it's like the rotating assembly weighs nothing after 4000rpm. I can't speak about the transmission on track but the ratios are wonderfully spaced on the street--it's a joy to shift.

 

i take you have experience of this 944cs. if so then i stand corrected.

 

All really good info guys. Thanks for the input. We have all seen the numerous threads on these forums about NA upgrades. I was wondering how much, if any increase in power would be gained with traditional hotrodding techniques such as larger intake valves, port/polish, aftermarket cams, larger injectors, S2 intake, chip, and exhaust upgrades being this particular engine has a better base with a 16 valve head. Mind you, I am not looking to try and out perform the 951, just enhance the S. I would ideally like to get it around 210 - 215 hp from the stock 188 hp.

The electronics is what scares me. I noticed on the S i bought there are what appears to be some type of electrical item of some sort on both fenderwells under the hood. They are larger on the S than on my 88, but the one on the driverside of the S looks cut. any idea what this is and where it goes?

Oh and someone mentioned a brake bias valve....where would this be?

 

On the 951 it's attached to the brake master cylinder which is readily accessible from the top of the engine compartment.