FRporscheman

OK first of all, don't 968s HAVE forged rods? I know the pistons are forged.

The guy that owns www.944968.com makes it look easy. I fell for it a while ago. For each picture he has on there, figure 3-4 weeks of work, and many hundreds of dollars. I've heard numbers get thrown around, but I think the typical cost of a custom intake is $1000 and about the same for custom headers, like he has on his 16v turbo. He did a lot of that fabbing himself but if you're not skilled with fabrication/welding, that will be expensive, and there's a good chance it won't even come out straight.

I have been wanting power out of my 968 for a while. I decided to turn my desire into a fun project, turbocharging my car. I did some research, talked to many people online and in person, and tossed around many ideas. The bottom line is that on my budget of $3000 I can't really do it right, whichever route I choose to go. If I cheap out now, I either won't be able to finish the job, or I will finish the job and limit future possibilities by using poor parts. And either way it will become a money pit and end up costing me way too much. For that money, I could buy another 968! And to be honest I'd rather have 2 slow 968s than 1 fast one.

The option I'm leaning towards right now is swapping in a full 951 engine. This should cost under $2k total and with the $1k I can do a lot to get more power. Down the road, when I have more money, I can always bump it up to 2.8 or maybe more if I ever miss the large 968 engine. Plus, comparing the 951 engine to the 968 engine (let alone, 968 turbo) the 951 parts are easier to find and cheaper, and there is more knowledge/experience out there to leech for the 951 than for the 968.

And if I ever change my mind, I can swap the 968 engine back in and resell the 951 engine.

If I had the money, I would do the 16v 3.0L turbo without hesitation.

tifosiman

I've had all of the suspects you describe above in the transaxles. Have blown several on several different lubricants. Respectfully, you may think you have found the holy grail in terms of lubricant and shifting performance, but trust me when I say that it will in no way help the inherantly weak r&p, especially when the tolerance gets out of spec. The problem with the trans is not the synchros or the gears.



I feel like I am beating a dead horse here. The n/a trans is NOT going to handle any increase in power. If someone is doing any swap, or supercharging or turbo-ing their n/a, they are best off to sell the still-working transaxle for $300-$500 and putting that money toward an S2 or 951 trans. An n/a trans with a busted r&p is only worth its weight in scrap.

blown 944

thanks,

considering the context I''m sure you are referring to my cracker jack kit

DVC

I apologize, I'm not familiar with your car and I didn't mean any disrespect.

DVC

You are right, I was completely out of line. For that I apologize.

blown 944

no worries it's just another car to me.

It is actually like a box of cracker jacks: little nuts,pretty chaeap and a lot of fun .

BTW have you ran your car at the track yet? I am just curious, as i have a brother with a 99Z that was going 14 flat in absolute stock form up here and that is what my s/c car ran. I would like to see what the performance diference between cars is in real life.

If mine totally craps out on me I most likely will be doing a swap, at least with the NA car. The turbo car is just too much fun on the highway.

DVC

Good man You're being modest though. It's a cool car and you used a unique approach and I was an *******!