When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
Brother, you are too kind. That 924 project darn near killed me... that whole scene was "take take take" & never gave back. I'll never buy another.
It's interesting you say "buy a 951 vs build" there is a lot of wisdom to that advice. But as one person suggested if you have a 951 and want to make it say 350 hp than it's going to cost you a lot to upgrade, so you aren't a whole lot better off than converting.
This conversion is costing about $4200 US not including the transaxle upgrade. Not including brakes or suspension mods. My desire to make it happen forced me to re-arrange my life (ie get a better job, sell a lot of parts and toys to help fund the project). Recently I had some surprise funds get injected into the project, so I celebrated by buying a real 951 intake manifold. I have always loved how they look and when I'm done, this car will look & perform like a real 944 turbo, so why not have it look the part?
Noah I have a ton of misc. 951 parts around including a clutch and bellhousing. A lot of a random engine bay parts too.
An EBC is definitely worth your time since at this point, it's hooking up 2 wires and setting a basic boost duty or target table. With closed loop control, you can just tell your tuning software you want X boost here and Y boost there and it will manage the WG via the EBC for you. So you know you're always getting exactly the boost you want, and the WG is better controlled before peak torque.
What Injectors did you Buy again?
I have my old Low imp 55lb layin around.
E,
I bet you could get a fair price for those. They are good for something like 345 max flywheel hp safely (-+).
I was hunting around for them at first and after discussions with the stand alone systems, I asked what he would do if he were building this project and wanted the widest variety of compatible injectors and he said high (12-16 ohm) injectors were most common and by going high imp we wouldn't have to include resisters in the inj circuits which simplifies the assembly.
I went with FiveO out of N.Y., USA. I chose 62 lb injectors, Bosch 3rd or 4th generation design, good for 380 max flywheel hp safely. They had them in stock & were a matched set.
Noah I have a ton of misc. 951 parts around including a clutch and bellhousing. A lot of a random engine bay parts too.
GEEZ BROTHER, I will see what I need and let you know. Yes, the clutch is another factor to consider and Wilson's is a standard spring centred Sachs for an NA. It would be nice to move from the 225mm to the 240mm. That means changing flywheel also, eh? Damn you Porsche.... damn you.
Originally Posted by odonnell
just tell your tuning software you want X boost here and Y boost there and it will manage the WG via the EBC for you. So you know you're always getting exactly the boost you want, and the WG is better controlled before peak torque.
I value your input as you know so much more. Based on your comments I researched hard last nice & pulled the trigger on this Greddy Controller.
After my first successful week with my new job, and my desire to do it "awesomely" I spent the rent on a stage 2 Snow performance Water/Meth kit for Wilson.
I asked the stand alone builder what he thinks of H20/Meth & he said it's great for running pump gas to race performance. Looking at results, for like $500 you can get 50 hp (totally rough estimate) or my impression is I can run cheaper gas with a mild tune for daily commuting. I think it's very good value. Additionally it's very adjustable for "IN" and ""OUT" boost pressure, and has safety features built in.
In fact all 3 ecms (the Greddy EBC, SDS Engine Management System and the Snow Performance) have excellent safety devices built in.
I was thinking of shaving the head for higher compression (perhaps 8.5-8.7:1) but will leave at 8.1:1 (it's had a light shave when it was rebuilt to oem specs). The idea for higher compression was at Autocross & street driving it would be snappier. But I think I'll leave it stock so I can use cheaper gas and hoping the boost controller will add snappier lower end torque by controlling the external wastegate. To protect from detonation, the SDS EFI will use a Bosch knock sensor to retard timing and the H2-/Meth system will control octane by it's injection rate.
I have been internet searching & scheming and researching.
Clutch.
I wish I knew what torque the Sachs n/a clutch can hold.
I happen to have a few extra pressure plates in the garage. I think the beast solution is to double stack the n/a diaphragm springs & then get the disk side surface of the p.p. machined down the thickness of the 2nd spring.
One idea I had is control boost like a Nitrous Oxide set up (using a programable rpm "window switch") to weld an 5th injector bung into the intake manifold after the TB and run a separate wiring control circuit with a button on the steering wheel that controls the waste gate & the 5th injector, in an effort to bypass the ecm. So NA until 3,000 to 6,000 rpm (or whatever I program) and then boost only when the switch is closed. Would it work?
tried it on an 09 cay. 50hp shot .i ran nos on corvettes for years with no problems but to run it on my po i had to go rube goldberg ....it was fun but these cars are not street light racers and never will be. i always ran safeties on nos....window switch/WOT switch/fuel psi switch/regular colder plugs and ECM programming but i could get nothing to work on the po....so i rigged it just as a button hit . i can say i did it....thats all ...it was removed and donated
Internet chatter says the stock NA clutch can hold 225-250 ft lbs or somewhere in that region. It's the same clutch as the S2 so it can hold stock 951 numbers. The only issue with beefing up the pressure plate a lot is that you are now loading up the clutch fork, which is the weak point in the system. A lot of 951 guys have had forks break from significantly stiffer PPs.
tried it on an 09 cay. 50hp shot .i ran nos on corvettes for years with no problems but to run it on my po i had to go rube goldberg ....it was fun but these cars are not street light racers and never will be. i always ran safeties on nos....window switch/WOT switch/fuel psi switch/regular colder plugs and ECM programming but i could get nothing to work on the po....so i rigged it just as a button hit . i can say i did it....thats all ...it was removed and donated
That's cool man! You are a rare fellow indeed to walk that path!
All outta coin, so I guess I'll begin wrenching. Notice the stacked /cooler/condensor/rad.
Also going to run without a timing belt cover... maybe, depending if I get the air ducting and wheel wells shielded properly. Would love to run without the cover, plus I need to crank mount the magnets & mount a hall sensor from the crank pulley so need to get rid of some plastic there.
03-24-2017, 08:47 AM
