Which is why I cannot understand why the outlet of the compressor turns left toward the firewall.

 

They are called Giubos or flex discs. Very common in a lot of cars, especially drive shafts.

 

you've got this backwards
the turbocharger is closer to the firewall than it is to the front of the car, that pipe goes from the turbo outlet to the bottom of that behemont intercooler. Then the charge goes from the top of that intercooler to the intake manifold.

 

I promise this will be my last OT, but the above picture shows the turbo in front of the cam gear cover. The charge pipe then turns left to the firewall. It the comes back to the front from whats looks to be under the intake runners.

 

Thats the water pump feeding the back of the cyl head, some of those engines are running twin water pumps. Also they run a reverse coolant flow trough the head compared to the production 924s.
If you look at the picture i re-posted you can see that both that pipe you're talking about and the one that seems to come from under the runners have bleeding screws.

Cmon, those pipe diameters must look small for them to be charge tubes...and thats not what a 400hp turbo looked like back in the day...they are MASSIVE.

 

I wonder what's the 928 story. Is it just a customer rebuild or something special.

 

Thank you to the contributors of this post.

 

HAHAHA I knew I was way off here. Thank you for the clarification. I have never seen a water pump like that before. Moving on.

 

Get a copy of this Book, there is loads of content on this car and many other racers as well as the road cars.......




https://wordery.com/the-porsche-924-...Xs4aAuWq8P8HAQ

R

 

Cheers !
Thats a great book, have one myself as well.

 

Yes lots of Content...........


Here's an online preview.........


https://books.google.co.uk/books?id=...icient&f=false


R

 

Also a great example of what the factory thought when sizing the front wheels. See how wide they are. Perhaps not square, but anyone who thinks we should run a similar stagger to 911's should refer to some of the pics here.

 

https://rennlist.com/forums/928-foru...8-project.html

 

Yeah but this is a Race car !

The Race team, would of run the widest biggest molecules of rubber they could get within the Regs, ....and this bird would be cornering hard at three figures....so wide fronts help with the understeer / oversteer balance.

A street car is a total different ball game..

The reason they put narrower tyres on front 44's and 911's is to warn the average (or less) driver that the limit of adhesion has been reached, an early warning..which is obviously felt through the steering wheel and not your hips (Oversteer)!

If wider fronts were fitted to the 44 and 911 's when the grip gave up the warnings would be less and the car's movement too fast for most drivers to catch...





Look at F1, the fronts are quite wide and they don;t have to cope with turning and putting 900+BHP! through them like the rears......which also have the engine weight on them ...but the fronts do have a lot of vertical loading (Downforce)




R

 

I believe Patrick was talking about the best sizing for performance, not street driving. The 944 platform can definitely benefit greatly from bigger fronts on a square setup, similar to the factory race cars. Many people who put on staggered sets normally meant for 911's, for example turbo twists, are still limited by the very narrow fronts, and don't have enough power or the right suspension/sway bar balance to make use of the massive increase in rear grip. A square setup with wide tires all round will not only offer the best balance at the edge of lateral grip, it also lets you brake way harder without locking up.

I would go so far as saying that people putting 911 staggered sets on their stock 944's have greatly contributed to the myth that bigger/wider wheels decrease performance, because all they are doing is adding unsprung weight all round while not being able to effectively use the increase in rear grip.