A good setup V8 944 can be a very fast car. A good setup 951 (turbo), can be a very fast car.
On the track, I enjoy messing with Z06s (C5 haven't seen a C6 in my run group). In tight corners, they are there, fast turns and fast track (Road Atlanta), I can take them. Driver skills play a huge roal on the track, however down the straight, it's HP/TQ..

If you think it cost $ to modify a 951. I just saw a 2007 C7 Z06 converted to Twin Turbo, totally built for business. The modifications (engine, turbo, tuning,...) alone were at over $160K, not oncluding the price of the car.

When you want performance and speed, there is a old saying: "How fast $$$$ do you want to go?".
Before you plan an engine conversion project, make sure your budget is fat enough to complete the project. I'm yet to see any project on track and on a budget!!!! You will always find something to bump it up!

As Rob (RolexNJ) stated, for track use you want a wide power band (similar to a big block V8), no spikes in the power delivery. Designing a turbo to get you there is not simple. People that drive a Vitesse Stage 2 or 3 on the track, know what I'm talking about. A big turbo that puts you to sleep before 4000-4200rpm, then it hits all at once is a PITA to drive. It feels strong, because you sit and wait for boost to come on, then BAM. In reality it makes a very slow track car!
A turbo car or a V8, what matters is the average torque & average HP across the RPM. Basically 3200-6500 for a track driven 951. For the street, it's a different story. Heck, a modified Duramax turbo diesel will outrun lots of cars...

 

Check this out if you want supercar performance for little $$$ here is a good deal:

http://cgi.ebay.com/ebaymotors/2000-...QQcmdZViewItem

 

Let's kkep in mind that this car is a street car.
BTW 944j have you addressed the suspension, wheel and tire as well as breaking needs of a car with this much power?

 

"V8 = low end grunt and that's it. It runs out of steam way to fast. "

Must comment - absolutely 100% untrue. This is an ignorant generalization.


You build any motor including v8 to run a specific rpm range, by cam, head flow design, induction, etc.
There are tons of 4,000 - 8,000rpm and up optimized small blocks out there. Most people simply have no interest (understandably) for street or multipurpose use.
unlike the comparitively low torque of 4 cyl - you don't have to spin big rpm to get power...... but you can, and lots do.

take a ride in a LS1 car tuned for 7500rpm peak power - and you will have a reality check.
Also consider there are plenty of turbocharged v8 out there.

Local truck in my area runs a 6.0L twin turbo. On street tune (low boost and pump gas) he maxes out the local chassis dyno at 850HP and still has rpm left. No BS.

 

I think 944j's car is a 944 n/a with a turbo nose, if I am not mistaken he bought the nose cover from me. He would need a turto tranny (which I have one at very low price), brakes to handle such amount of power

 

Are you from texas too bridges?

 

I'm sorry, but that is the biggest wannabe statement of all time! and you can't be the bigget wannabe because I am!

 

shhh, dont tell anyone

I don't plan on stopping that often.

 

If you need the tranny let me know I can deliver to your house free of charge.

 

yes I'll need a 951 trans because my na trans has no 2nd gear!, but there are people over on the 944/ls1 hybrid board running a na trans with their high power v8 in their 944, big brakes and power trans are only needed if Im going to be racing...

I might get that wilwood 944na big brake kit however, just so I can have something else "bigger"...

 

I thought I mentioned, unless you are talking about a purpose built V8, but maybe I didn't.

Yes, a tweeked and modified V8 and all the trimmings certainly can be a full low, mid and top end motor. Much like a tweeked turbo 4 can be a low, mid and top end car.

But in regards to stock/mild bolt ons, I have seen, read about, raced in, raced against and rode along in PLENTY of V8, old and new...and they are are all go for 1/8 of a mile and have MUCH less afterwards; aka "run out of steam". They just have a reversed power band of a turbo 4cyl.

Example: Full tq 2,000-4,000 (V8) vs full tq. 4,000-6,000 (turbo 4)

 

Lart
no, but I might fit in there

Just funny how people sometimes have no experience or knowledge and make broad comments. Unfortunately other people weigh this BS into descision making

____________________________________

Todd - almost any v8 will run 6000 rpm with nothing more than a cam swap. Not purpose built "specailty" anything. kill the 4 banger at every torque point along the way.

 

Where does the tq. start to fall off on this???

Stock LS1 motor dyno:

 

Thats a pretty optimistic dyno even for being an engine dyno.. I have not seen a LS1 go over 320whp bone stock so I have to say that engine dyno is a bit optimistic. Not to mention the extreme high numbers of the AFR dyno thats just astronomical for a set of AFR bolton 205 heads...

 

Wow, this is an interesting thread with a bunch of misinformation. I have a 84 Na, Vitesse turbo’d 951, and a LS6 car and can compare them fairly.

I’m going to leave this as a comparison of running gear only and not ergonomics/economy/reliability. On the track (spring mountain), I was about 1.5 seconds slower in my 951 then I was in a c5z. Coming off a slow speed corner the z had the edge but I would pull them in the straights at 18psi in the 951. My 951 suspension was relatively stock so I believe the edge was in the handling of the z, not the power.

The 951 has a better gearing advantage in the top half of the gear range compared to the tremec t56 in the same range. In daily driving traffic, the v8 is the hands down winner compared to the Turbo car because you can lug around at 1500 rpm’s all day long and shift whenever you feel like it. It makes for a very nice commute and get the same mileage as my 951. The Vitesse turbo’s make the 951’s feel very similar to a v8 if you can keep it in a spooled range. My stage 2 feels stronger then my LS6 from 2800 RPM’s to 6500. However, my LS6 does not run out of “steam” up top as some individuals have implied and it makes peak power around 6K but is very flat for the next 500rpm’s. In fact you find yourself popping the rev limiter because it keeps pulling. My personal opinion is if you have a 951 with less then 400 RWHP you better be making boost at 3,000 RPM’s or sooner otherwise I think you’re missing the real fun of the 951 just because you wanted to a few hundred bucks on a cheaper turbo. This is based on real world every day driving experience, not somethign I read on the net.

The spec car we’re building will get the standard 2.5 NA for the first year and then will be converted over to a LS6 motor for some more fun.