3 Liter Turbo Registry
08-03-2009, 07:40 PM
#286
Rennlist Member
Thread Starter
08-03-2009, 07:53 PM
#288
Rennlist Member
Thread Starter
Well, I updated the details in my earlier post (see first page of thread), but here they are again :
Bore: 104.5, Alusil bores
Stroke: 88
Pistons: Mahle/Andial 104.5 turbo pistons
Rods: Carrillo
Block/Crank: 93 968
Head: 89 2.7
Turbo: Garrett/KKK hybrid, dual ball bearing (custom built by SPS)
Engine Management: Vitesse Racing
Other: 951 cam
Bore: 104.5, Alusil bores
Stroke: 88
Pistons: Mahle/Andial 104.5 turbo pistons
Rods: Carrillo
Block/Crank: 93 968
Head: 89 2.7
Turbo: Garrett/KKK hybrid, dual ball bearing (custom built by SPS)
Engine Management: Vitesse Racing
Other: 951 cam
Sorry, I missed you before. Just added you to the list! How is it running?
08-04-2009, 05:05 AM
#289
Well, I just drove it 10 miles in stop-start traffic from a friend's garage into mine. Throttle response and the speed at which it builds revs is impressive (naturally, all off boost for the first 1000 km). Have a few teething issues to solve then will post a detailed thread with pictures and all.
Last edited by Thom; 08-04-2009 at 05:28 AM.
08-04-2009, 07:03 AM
#290
Drifting
Well, I just drove it 10 miles in stop-start traffic from a friend's garage into mine. Throttle response and the speed at which it builds revs is impressive (naturally, all off boost for the first 1000 km). Have a few teething issues to solve then will post a detailed thread with pictures and all.
08-04-2009, 07:12 AM
#291
I gather from different people who weighed their own cranks that the S2 crank was about 2.5 kg heavier than the 968's, both being made I think of the same material, so yes, the S2 crank should indeed be physically stronger, though I suppose you would have to thrash an engine really bad to find out if it makes any real world difference.
Last edited by Thom; 09-28-2012 at 09:46 AM. Reason: doubt on actual crank weights
08-04-2009, 07:41 AM
#292
Rennlist Member
Thom's build is a little similar to Tom's build. lol
Both have been meticulous and didn't rush anything from what I could tell and both builds were very nicely documented and I'm sure very successful.
Both have been meticulous and didn't rush anything from what I could tell and both builds were very nicely documented and I'm sure very successful.
08-04-2009, 08:04 AM
#293
Drifting
Fair enough, just considering the options if I ever have to rebuild my 2.5, 968 block/crank or S2.
08-09-2009, 06:53 PM
#294
Burning Brakes
Join Date: Feb 2002
Location: Edmonton
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Im in the process of planning a 3.0 liter 968 short block with 2.7 pistons, 2.7 head, 2.5 camshaft, 951 intake manifold and throttle body, late 2.5 tubular headers, 3" exhaust, 55lb injectors, 3 bar fuel pressure regulator, custom mapped chip installed in early computer for 7psi supercharger setup pumping into a 951 intercooler backwards with 931 header panel cooling it down! Nothing crazy just a mild 300 HP drivetrain but the power will be all down low below 4K. Im thinking I would like to have at least 200 HP at 2K rpm's. This will be installed into my '83 sunroof delete super-lightweight! If anyone has any ideas on the best configuration for cam profiles, what kind of clutch 944 2.5, S2 or 951 and how much weight I should leave in the crank and or flywheel! Im thinking I will use a MSD boost timing retard box to combat the timing under pressure! With the wide open throttle switch on the tps sensor tripping it as well as the fuel map for PSi, I will have to speak to Russell to see if my computer mapping ideas are correct or possible.
08-09-2009, 07:17 PM
#295
Three Wheelin'
Sorry I sound a little eager but I want the most useable power for autocross, street, and tire burning torque. You are right though its 200ft. lbs. I want at 2K Im lucky to get 85 HP that low with a 8 valve 3.0 liter.
08-09-2009, 08:26 PM
#296
Burning Brakes
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Now 200 lb ft at 2000rpm my be a different srory
I think you could get 200 at the flywheel with about 3-4 psi boost at 2000rpm assuming good mixture good flowing head and a cam with similar to stock profile. Also a big factor is the static compression ratio you start with.
I think you could get 200 at the flywheel with about 3-4 psi boost at 2000rpm assuming good mixture good flowing head and a cam with similar to stock profile. Also a big factor is the static compression ratio you start with.
08-10-2009, 11:05 AM
#297
Keep an eye on traction with that much torque so low down 
My 3.2L makes just under 200lbft at 2000rpm and 250lbft by 2500rpm by which time it is at 6psi and it's a real handful to keep the rears connected 
I think you would need a real good rear suspension to keep it all going with that much torque
My 3.2L makes just under 200lbft at 2000rpm and 250lbft by 2500rpm by which time it is at 6psi and it's a real handful to keep the rears connected I think you would need a real good rear suspension to keep it all going with that much torque
08-10-2009, 02:13 PM
#298
Three Wheelin'
Well I think thats the point right, push the throttle to the floor and try to keep her pointed straight!!!! Why else would we all be building these massive 4 bangers?
10-05-2009, 12:44 AM
#299
Lindsey Racing built 968 block/8v head
took awhile to get built and shipped up to bc, canada...install went fast(3rd engine). just not good with electrical and never started a new motor..let alone a motor(and add-ons)i paid $22,000.00 for!! so its at a porsche shop getting prepped for first start. should be tomorrow or tuesday.
968 block
wosner pistons
stage 2 head
solid cam conversion
super 75/10turbo(extrude/honed hot side)
extrude/honed intake
stage 2 maf
stage 2 intercooler
lots, and lots more!!
968 block
wosner pistons
stage 2 head
solid cam conversion
super 75/10turbo(extrude/honed hot side)
extrude/honed intake
stage 2 maf
stage 2 intercooler
lots, and lots more!!
