white924s

My goal would be to actually keep the 924S spindles and hubs, but swap in the turbo calipers and rotors and go. I've read about the limits of the early spindles/hubs, but I have two big hesitations about the later spindles/hubs:
- They won't have the hole for my speedometer
- If I'm not mistaken, late spindles/hubs would push the wheels out too far for my narrow fenders (unless I got wider fenders or wheels with a pretty extreme offset, neither of which is in the budget unfortunately)

pjburges

You can put a late spindle and hub on an early offset steel control arm. Thats what I did on my 924S with 944 fenders. My front wheels are 225/40/ZR17's on Boxter S twists. I think its a 7X17 ET 55. Perhaps in your case to clear the narrower fender you could use one of the 928's 7X16 ET65 phone dial rims to bring the wheel further inboard to clear the fenders!

KLR

FWIW, unless you are dramatically increasing the power output of the car, there isn't really any need to upgrade the brakes on an N/A. We run the stock brakes, typically with no cooling mods, in 944 Spec. The rotors and pads last a very long time and I've never experienced any fade.

white924s

Thanks. I'll have to think some more about that option, but to be honest, if I'm swapping to a late offset spindle, I would probably just get a 951 spindle/hub combo. But that wouldn't solve the speedo issue

I realize that the stock brakes work fine on the track, but that doesn't mean that my car's brake system can't be improved on

odurandina

going any bigger than 993 TT or 928 GTS rotors seems a bit extreme.

Stephencs601

I have done a Na to Turbo conversion complete. The only change I had to make was put spacers to extend the wheels outward. If you do not do this, the wheels will sit way to close to the inner wheel wells. Try turning then. My car was done by Exotic Motor Werks in Plainview NY. Job was beyond perfect in every way.......... Good luck.

pjburges

You can machine the turbo spindle to accept the speedo cable through the center. I did that on mine. If you don't have access to a machine shop though forget it.

What about the Lexus LS430 brake caliper conversion that everyone does on 944 N/A's with the LS1 engine? If you go onto the hybrid form they have a sticky on how to do it - and those brakes are big 4 piston aluminum units. Bigger brakes really aren't worth it. I've got a 928 with your exact brakes and it stops great.

xschop

I have over 3K miles on my V8 swap with the Lexus calipers/BoxsterS rotors...mucho stopping power.

Looks like you can mod the 951 calps to fit the NA, it will be a funny looking 1/2" steel bracket with standoffs welded or machined into it, you'll also have to trim the 951 caliper ear some......

http://944hybrids.forumotion.com/t11...on-an-na#12257

white924s

What's involved in the machining? Is it just a matter of drilling a hole town the axis of the spindle? If so, you don't recall the dimensions offhand or (better yet) have some drawings, do you?

I don't have access to a machine shop, but if I had the specs for what needs to be done, I'm sure I could find a competent machine shop to do it. I suppose I would then also need turbo shocks, but I've always wanted a good excuse to get coilovers...

talk about a slippery slope!

xschop

I would be curious what dia. hole is bored thru the spindle as well. I calculated a 12% increase in area enlargement of the late spindle vs. the early spindle (non-drilled). If you drilled a late spindle that would probably make it weaker than an early spindle with no speedo hole (85.5-86) What would be the point?

pjburges

The tricky part is not the hole down the middle - because you can center the assembly by zeroing to the spindle itself. You'll notice that the cable doesnt go straight out the back - but takes a 30 degree angle towards the back of the car. These two blind holes have to meet internally - and the angled hole exits through the steel at an angle - making a drill difficult to get started in that precise location to meet the other blind hole.

Maximum stresses should not be at the center of the spindle. Contact and bearing stresses are greatest at the surface obviously, but your shear and bending stress should go down as you approach the intertial center of the shaft. I agree it must certainly weaken it but I would be surprised if it was weaker than the early offset spindle without the speedo hole.

The hole I drilled was just big enough to squeeze the cable through! Smaller than the hole drilled in early spindles with speedo holes. I've not had a problem with it yet- and the suspension in my car is noted in my sig - pretty tough setup for the spindles and I have no history of these turbo spindles prior to me getting them out of the junkyard so who knows what else they've been through.

xschop

"""""going any bigger than 993 TT or 928 GTS rotors seems a bit extreme""""

I'm an extreme kinda guy....330mm x 32mm. I'm not going to build adapters for the early spindles or the 86T spindle (what a joke), they'll probably snap the early SOLID stub shafts LOL... Got the prototypes done, final adapter design will be 4130 steel allowing for factory caliper bolts to be re-used....

xschop

Does anyone know the flex-line fitting to hard-line fitting size/type in the fenderwell?
And how long was the factory line?

http://www.flickr.com/photos/7083966...7600309081853/

Severian

xschop,

I would encourage you to continue the development of your adapter, I too am an extreme kinda guy and believe there are more of us out there than you know.

Keep up the good work, I for one appreciate the effort...

xschop

Thanks for the props. I am about to mock-up the same caliper and rotor on a 928 while I'm putting the finishing touches to this adpter design on the CNC machine. You can never have too much stopping power/anti fade especially with 17's and 18's