Please help me debunk the S3 vs. S4 motor
#1
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Please help me debunk the S3 vs. S4 motor
Ok, so I currently have an S3 and an S4 32v motor in the garage. My plan is to have the S3 cams modified and put them in the S4 motor. From what I’ve read about the S3 motor it is less powerful mainly due to the ECU parameters and the intake design. I’m going to be using an MSIIv3.57 and an EDIS-8 ignition no matter which motor I use so stock fuel mapping is not a factor in either case.
So here’s my question, if the S3 cams are closer to GT cam specs, is the S3 motor the better one to go with assuming I can use the S4 stock intake? Or is there another reason to stay with the S4 motor and have the S3 cams modified to work? There is another part to this which is the S4 motor has less miles than the S3 but lets assume all things are equal for this question (comparable compression, etc).
So here’s my question, if the S3 cams are closer to GT cam specs, is the S3 motor the better one to go with assuming I can use the S4 stock intake? Or is there another reason to stay with the S4 motor and have the S3 cams modified to work? There is another part to this which is the S4 motor has less miles than the S3 but lets assume all things are equal for this question (comparable compression, etc).
#3
Nordschleife Master
* S3 lobes are the same as GT lobes, but the lobe separation angle is different. LSA is 110 for GT, 114 for S3 (from memory). S4 has "smaller" cams, and 106 LSA.
* S3 has no knock sensors if remember correctly.
* S4 has bigger valves and a smaller combustion chamber than S3. S3 has a bigger piston dish.
* For a normally aspirated engine, someone should roll the dice and put S4 heads on a S3 short block. For a turbo engine, someone should roll the dice and put S3 heads on a S4 short block. I think the latter has been done.
* Neither intake manifold is going to shine at high rpm.
I guess for an univentful build, I would start with the S4 engine. Then, I would get the S3 cams modified and reground and the head shaved a bit to give a higher effective compression. Search for Dennis Kao's 5.0 screamer motor to see what can be done.
* S3 has no knock sensors if remember correctly.
* S4 has bigger valves and a smaller combustion chamber than S3. S3 has a bigger piston dish.
* For a normally aspirated engine, someone should roll the dice and put S4 heads on a S3 short block. For a turbo engine, someone should roll the dice and put S3 heads on a S4 short block. I think the latter has been done.
* Neither intake manifold is going to shine at high rpm.
I guess for an univentful build, I would start with the S4 engine. Then, I would get the S3 cams modified and reground and the head shaved a bit to give a higher effective compression. Search for Dennis Kao's 5.0 screamer motor to see what can be done.
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Thanks!
#5
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I am exercising my powers of reading minds and see that here's what you want to do:
https://rennlist.com/forums/928-foru...and-video.html
When I first saw the results and the minimal invasive surgery needed, I though "holy **** this is the best 928 engine build ever."
Email / pm DK and Jim Morton, they'd probably be willing to tell you a lot more about the build.
https://rennlist.com/forums/928-foru...and-video.html
When I first saw the results and the minimal invasive surgery needed, I though "holy **** this is the best 928 engine build ever."
Email / pm DK and Jim Morton, they'd probably be willing to tell you a lot more about the build.
#6
Nordschleife Master
The dish on the S3 piston is smaller than S4 pistons.
If you want NA then you can use the S3 shortblock with S4 heads and get a little over 11:1 CR which is not too high.
I personally prefer the S3 heads to the S4 for a few reasons. But you could always use the S3 head and just put bigger valves in it.
Keep in mind that from what I have heard from Louie and Porken is that the S3 motor is far less prone to knock. I believe this is due to a much higher port velocity.
Either way you will have fun. If you do put the S4 heads on the S3 bottom make sure to check valve clearance as you may have to notch the pistons a little.
If you want NA then you can use the S3 shortblock with S4 heads and get a little over 11:1 CR which is not too high.
I personally prefer the S3 heads to the S4 for a few reasons. But you could always use the S3 head and just put bigger valves in it.
Keep in mind that from what I have heard from Louie and Porken is that the S3 motor is far less prone to knock. I believe this is due to a much higher port velocity.
Either way you will have fun. If you do put the S4 heads on the S3 bottom make sure to check valve clearance as you may have to notch the pistons a little.
#7
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I am exercising my powers of reading minds and see that here's what you want to do:
https://rennlist.com/forums/928-foru...and-video.html
When I first saw the results and the minimal invasive surgery needed, I though "holy **** this is the best 928 engine build ever."
Email / pm DK and Jim Morton, they'd probably be willing to tell you a lot more about the build.
https://rennlist.com/forums/928-foru...and-video.html
When I first saw the results and the minimal invasive surgery needed, I though "holy **** this is the best 928 engine build ever."
Email / pm DK and Jim Morton, they'd probably be willing to tell you a lot more about the build.
The dish on the S3 piston is smaller than S4 pistons.
If you want NA then you can use the S3 shortblock with S4 heads and get a little over 11:1 CR which is not too high.
I personally prefer the S3 heads to the S4 for a few reasons. But you could always use the S3 head and just put bigger valves in it.
Keep in mind that from what I have heard from Louie and Porken is that the S3 motor is far less prone to knock. I believe this is due to a much higher port velocity.
Either way you will have fun. If you do put the S4 heads on the S3 bottom make sure to check valve clearance as you may have to notch the pistons a little.
If you want NA then you can use the S3 shortblock with S4 heads and get a little over 11:1 CR which is not too high.
I personally prefer the S3 heads to the S4 for a few reasons. But you could always use the S3 head and just put bigger valves in it.
Keep in mind that from what I have heard from Louie and Porken is that the S3 motor is far less prone to knock. I believe this is due to a much higher port velocity.
Either way you will have fun. If you do put the S4 heads on the S3 bottom make sure to check valve clearance as you may have to notch the pistons a little.
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#9
Rennlist Member
If its NA, that 11:1 looks attractive. Im near that right now with my stroker, with stock S4 heads and I still use pump gas with no issues. I think we went through the calculations,and I seemed to remember the CR to be more like 11.5:1.
#10
Nordschleife Master
#11
Nordschleife Master
#15
I also think Ken (Porken) has gotten about 315 out of one of his...(but as with Ken..there are a bunch of asterisks and notes about the runs..which I have forgotten what they mean )
And if you add in GT cams (or modified S3 cams) to the mix....the numbers go up from there...