Just finished an interesting project; the intent was to maximize 968 power for DE/TT while maintaining the factory engine appearance. I took a picture of the engine in the car, but the file's too large for RL. You can see it here:

http://968onthedyno.shutterfly.com

Anyhow, it really is stock appearing and is Motronic controlled. Yes, it's got headers and it runs through a muffled exhaust.

So, it made 288rwhp on a Dynapack. Further, it starts easily and is smooth and quiet.

The dyno owner does some scrutineering for NASA, and they use the more common Dynojet dyno for their car classification. His testing has shown the Dynojet to consistently indicate 8% more power than the Dynapack. That puts the Dynojet peak power at 311! Either way, it's pretty stout for a stock appearing engine.

Cheers.

 

What was done to it? That is quite a bit of power from that engine.

 

tell us more

 

how much would such an engine cost...

 

+1, more info please!

 

fantastic ! assuming a chip, better cam and ummm...
further debunking the stock exhaust ?

 

stickers... i bet thats the key

 

We'd all love to know what you did to that engine! Did you increase displacement?

So have you tried the car on track? And if so, how does it measure up?

 

Electric supercharger?

 

4.165 drive ratio? custom? Nice numbers - what fuel?

 

Very nice power out of your 968 Michael. I bet it drives wonderfully now! Fill us in on the secret

 

Nice wide powerband also; excellent job as always!!!

 

I'm building a 968 race engine as well, but I'm sure I won't get to those numbers. What displacement and compression is this engine? Mine is stockish compression and slight overbore to fix the gouges in my cylinders. I'm hoping for 240RWHP.

 

Here are a few particulars on this engine. It's 3.2L, with relatively high compression (uses 100 race fuel), moderate head work, big hydraulic cams, headers, enlarged throttle body, and tweeked intake manifold. It runs on the stock Motronic with custom mapping created on the dyno.

The power peaks much lower than the cams typically allow, which indicates the stock intake manifold is limiting air flow. That said, much of the power can likely be achieved without the increase in displacement and with milder cams.

These mods are suited to both the 968 and S2 engines; particularly since the Variocam has been disabled. The S2/968 engine always responds well to headwork, cams, and a free breathing exhaust. Utilizing these modifications is dependant on a skilled tuner with a dyno and access to the Motronic ECU. Don't expect similar results from an off the shelf chip.

The car will be on the track in a few weeks. I'll report on it - should be a hoot.

 

A few pics.