does the 1980 US us a MAF?
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From: Lake Park, Georgia
does the 1980 US us a MAF?
call me crazy, but when I was reassembling my air cleaner, I noticed my car doesnt have an MAF attached to the intake. Probably something I should know huh? Well, I do not. shark wizards?
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From: Lake Park, Georgia
I am not sure what an AFM looks like. AS far as I can tell, the air cleaner lays on top of the intake, and then a rectangular aluminum (silver) piece bolts on to it and into the intake. the intake on the 80 looks a bit different than the one on the 84 euro
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From: Marysville WA
L-jet right? or is it CIS?
if L-jet should have this between the throttle body and air box
http://www.ebay.com/itm/Porsche-928-...946266&vxp=mtr
if L-jet should have this between the throttle body and air box
http://www.ebay.com/itm/Porsche-928-...946266&vxp=mtr
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From: Lake Park, Georgia
I will have to check when I get home. AS it stands from memory, I have intake which on one side has TB and goes up from there into spider. On other side of intake is just that rectangle, and the air box. Yet, the car run good.
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No need to check it is the barn door airflow meter in the link above. Part of the reason why the 84 Euro makes more power is the much bigger freeflowing hot wire mass air sensor and larger diameter throttle body and intake runners...plus better cams, bigger valves and bigger ports, higher compression.
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From: Lake Park, Georgia
what the 928 needs is someone to start porting heads and flow benching them until they come up with something good. Unfortunately that requires a few sets of heads to go by the wayside. My mustang heads were ported and polished by someone who did exactly that until he dialed in a technique that created some serious power increase. I am guessing that it wont happen given the price of 928 heads.
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Actually a used head for a 4.5 is worth next to nothing.......the number of people willing to hotrod a 928 is very, very small. The cost to rebuild one being the major hurdle and the last new 928 engines listed for about $32,000 each for the GTS.
The head work on the two valve was done 25 Years ago, now most just go 4 valve if serious about making power. Because once you bump up the cams the 2 valve is also an interference(valve bender) engine so little benefit to being two valve.....
The head work on the two valve was done 25 Years ago, now most just go 4 valve if serious about making power. Because once you bump up the cams the 2 valve is also an interference(valve bender) engine so little benefit to being two valve.....
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From: Farmington Hills, MI
I had my Euro heads looked at by the porting guy when they did the seals in them. He said they looked clean enough that there wouldn't be any use in a mild port job. These guys build a lot of expensive engines so I trust their advice.
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From: Orange, Cal
10 cent tour of 928 heads.
Euro S heads are pretty good.
Non Euro S 16v aren't very good, careful porting gets them about as good as Euro S. There are supposed to be issues with core shift in early heads so any serious porting risks opening up the water jacket.
4v heads have some clear advantages; About 5% better max flow rate by port area, good flow with a milder cam so stable idle and more low end are practical benefits.
2v heads have some clear advantages; 95% of max flow with half the valves, lifters, springs, and cams, which can add up to coin. A lousy high idle may be tolerable, and with good gearing power band can be plenty wide.
16v cams need to fit through the cam carrier, which limits lift to a max of about .506 without issues from reducing lob radius. .506 lift cam works with stock or lighter lifters and 944T springs, combined with a Euro S head and US 85/86 5.0L short block for a powerful well balanced result with no special issues.
To benefit from substantially more flow through the heads you need to spin the motor significantly faster, or significantly increase the cubic inches, and so far that isn't inexpensive.
Euro S heads are pretty good.
Non Euro S 16v aren't very good, careful porting gets them about as good as Euro S. There are supposed to be issues with core shift in early heads so any serious porting risks opening up the water jacket.
4v heads have some clear advantages; About 5% better max flow rate by port area, good flow with a milder cam so stable idle and more low end are practical benefits.
2v heads have some clear advantages; 95% of max flow with half the valves, lifters, springs, and cams, which can add up to coin. A lousy high idle may be tolerable, and with good gearing power band can be plenty wide.
16v cams need to fit through the cam carrier, which limits lift to a max of about .506 without issues from reducing lob radius. .506 lift cam works with stock or lighter lifters and 944T springs, combined with a Euro S head and US 85/86 5.0L short block for a powerful well balanced result with no special issues.
To benefit from substantially more flow through the heads you need to spin the motor significantly faster, or significantly increase the cubic inches, and so far that isn't inexpensive.
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From: Puyallup, WA
what the 928 needs is someone to start porting heads and flow benching them until they come up with something good. Unfortunately that requires a few sets of heads to go by the wayside. My mustang heads were ported and polished by someone who did exactly that until he dialed in a technique that created some serious power increase. I am guessing that it wont happen given the price of 928 heads.
