3 Liter Turbo Registry
04-24-2010, 11:58 PM
#391
Drifting
looks good Duke, any reason you did not have Dave make a deck plate for the block? they are something else thats for sure.
im going down this route myself but with a 91' S2 engine, we have had a few issues in the past with cometic HG only lasting a few races on 1.4bar plus boost on 2.5ltr blocks. although we have put this down to the free standing cylinders moving ever so slightly, rubbing on the cometic gasket and making them fatigue. Our guess is this will be solved when we use the 3ltr block as the cylinders are siamesed together
We just ordered wossner pistons for our 3ltr twin cam build last week.
im going down this route myself but with a 91' S2 engine, we have had a few issues in the past with cometic HG only lasting a few races on 1.4bar plus boost on 2.5ltr blocks. although we have put this down to the free standing cylinders moving ever so slightly, rubbing on the cometic gasket and making them fatigue. Our guess is this will be solved when we use the 3ltr block as the cylinders are siamesed together
We just ordered wossner pistons for our 3ltr twin cam build last week.
04-26-2010, 05:00 AM
#392
Nordschleife Master
No reason other than cost 
As you say the 3l blocks are siamesed and the floor around the cylinders are much higher up so the cylinders only stick up about halfway compared to a 2.5l block. I think it will reduce much of the risks of movement.
BTW I ran a Cometic gasket in my 2.5l for several years without problems with decent power.
As you say the 3l blocks are siamesed and the floor around the cylinders are much higher up so the cylinders only stick up about halfway compared to a 2.5l block. I think it will reduce much of the risks of movement.
BTW I ran a Cometic gasket in my 2.5l for several years without problems with decent power.
04-26-2010, 05:42 AM
#393
Drifting
Hi Duke
We have found on the street that we never have any issues with the cometic or for that fact the stock gasket can last quite well, even at 1.3 bar they will last on the street, the reason is because we are never on boost for very long on the street. just a few seconds.
I use a cometic in my car at 1 bar and it has lasted without problems for a while now, as soon as we raise the boost in patricks car to 1.5bar+ sometimes up to 1.7bar with e85 on the track then it would only last a few races. the gasket doesnt deform it actually cuts the sealing rings around the cylinders. under boost it would pressurising the cooling system causing massive coolant loss out the overflow. our track sessions are usually only 15 minutes in length, and we about 5-6 sessions for each race day
We have found on the street that we never have any issues with the cometic or for that fact the stock gasket can last quite well, even at 1.3 bar they will last on the street, the reason is because we are never on boost for very long on the street. just a few seconds.
I use a cometic in my car at 1 bar and it has lasted without problems for a while now, as soon as we raise the boost in patricks car to 1.5bar+ sometimes up to 1.7bar with e85 on the track then it would only last a few races. the gasket doesnt deform it actually cuts the sealing rings around the cylinders. under boost it would pressurising the cooling system causing massive coolant loss out the overflow. our track sessions are usually only 15 minutes in length, and we about 5-6 sessions for each race day
04-26-2010, 07:52 AM
#394
Rennlist Member
Haha, not quite 1.7 bar on the track Sean but I have certainly done prolonged boost runs on the track at 1.1-1.2 and sometimes touching 1.3bar. I've seen 2.1bar when a vacuum line came off. That was fun. 
Looking forward to seeing your projects reach fruition guys. The more, the merrier!
Looking forward to seeing your projects reach fruition guys. The more, the merrier!
Last edited by 333pg333; 07-26-2010 at 09:33 AM.
04-26-2010, 06:32 PM
#395
Compresion ratio
[QUOTE=Duke;7507407]I've started the assembly of mine.
3.0l 16v 968 varicam turbo engine. CEP/PD 104.5mm block with pinned girdle and 9/16 ARP head studs, Wössner pistons 9.5:1 compression, Pauter rods, short runner intake with 76 mm throttle body, Link G3+, Garrett GT3582R, 4" exhaust, Spec alu fw, Spec S3 lightweight clutch, Tial 44 mm v-band, large intercooler, large oil cooler + 1000 other things.
Can you run without high octane gasoline with 9,5:1 CR pistons? Is not so high?
I was thinking to go for a 8,5:1 pistons for my project and I think with this CR I will have to use high octane fuel
3.0l 16v 968 varicam turbo engine. CEP/PD 104.5mm block with pinned girdle and 9/16 ARP head studs, Wössner pistons 9.5:1 compression, Pauter rods, short runner intake with 76 mm throttle body, Link G3+, Garrett GT3582R, 4" exhaust, Spec alu fw, Spec S3 lightweight clutch, Tial 44 mm v-band, large intercooler, large oil cooler + 1000 other things.
Can you run without high octane gasoline with 9,5:1 CR pistons? Is not so high?
I was thinking to go for a 8,5:1 pistons for my project and I think with this CR I will have to use high octane fuel
04-27-2010, 04:53 AM
#396
Nordschleife Master
I've started the assembly of mine.
3.0l 16v 968 varicam turbo engine. CEP/PD 104.5mm block with pinned girdle and 9/16 ARP head studs, Wössner pistons 9.5:1 compression, Pauter rods, short runner intake with 76 mm throttle body, Link G3+, Garrett GT3582R, 4" exhaust, Spec alu fw, Spec S3 lightweight clutch, Tial 44 mm v-band, large intercooler, large oil cooler + 1000 other things.
3.0l 16v 968 varicam turbo engine. CEP/PD 104.5mm block with pinned girdle and 9/16 ARP head studs, Wössner pistons 9.5:1 compression, Pauter rods, short runner intake with 76 mm throttle body, Link G3+, Garrett GT3582R, 4" exhaust, Spec alu fw, Spec S3 lightweight clutch, Tial 44 mm v-band, large intercooler, large oil cooler + 1000 other things.
I was thinking to go for a 8,5:1 pistons for my project and I think with this CR I will have to use high octane fuel
With the 16v head there's less risk of knock so even 9.5:1 will allow plenty of boost on regular fuel. But everything is a compromise and my setup is not aimed for maximum power and 2.0+ bar of boost. The goal of this engine is a super responsive and quick engine with 500-550 bhp. If I wanted 800 bhp I would have done things differently.
04-28-2010, 03:15 PM
#397
Burning Brakes
16 valve vs. 8 valve.
After having 2 conversations about big bore turbo conversions this week, I was wondering how many on this list are running a 16 valve setup.
I know 16v is a bit more complex and costly but can produce more HP. How about life span?
After having 2 conversations about big bore turbo conversions this week, I was wondering how many on this list are running a 16 valve setup.
I know 16v is a bit more complex and costly but can produce more HP. How about life span?
05-06-2010, 11:23 PM
#398
Rennlist Member
Thread Starter
Interesting to see there are at least two 3L cars on eBay right now. One even appears to have a CB radio. Will be interesting to see if they sell and for how much. Anyone we know?
http://cgi.ebay.com/ebaymotors/PORSC...item3eff8c3c02
http://cgi.ebay.com/ebaymotors/Porsc...item3a5a8195fe
Will be interesting to see if they sell and for how much. Anyone we know?http://cgi.ebay.com/ebaymotors/PORSC...item3eff8c3c02
http://cgi.ebay.com/ebaymotors/Porsc...item3a5a8195fe
05-16-2010, 07:42 AM
#399
5th Gear
Join Date: Jan 2010
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I'm guessing that's "dual" port wast gate ??? there are heaps of wich turbo threads and this could go on for ages .
the most strait forward thing to put in there is a K27/8 a k27/10 is better but a k27/8 can be had cheap and bolts strait in.
these look good but it was never clear if the oil drain will bolt up i would imagine at worse you would be making a little adapter but there are some little of sett adapters available
http://www.034motorsport.com/product...roducts_id=107
there are lot of over priced vendor turbos on here with crafty names no wheel spec no maps witch i assume are made from obsolete to4e to4 b parts and as no one has stepped up to say otherwise i will continue to assume that .. so be caful..
setting up for a garret makes life easier GT3582/ .82 seems to be the common choice for the big turbo
and gt3076 or 3071 are an option as well
the most strait forward thing to put in there is a K27/8 a k27/10 is better but a k27/8 can be had cheap and bolts strait in.
these look good but it was never clear if the oil drain will bolt up i would imagine at worse you would be making a little adapter but there are some little of sett adapters available
http://www.034motorsport.com/product...roducts_id=107
there are lot of over priced vendor turbos on here with crafty names no wheel spec no maps witch i assume are made from obsolete to4e to4 b parts and as no one has stepped up to say otherwise i will continue to assume that .. so be caful..
setting up for a garret makes life easier GT3582/ .82 seems to be the common choice for the big turbo
and gt3076 or 3071 are an option as well
http://cgi.ebay.co.uk/turbonetics-T6...item20b0ebd70a
06-22-2010, 11:41 AM
#401
Rennlist Member
Thread Starter
06-22-2010, 11:48 AM
#402
Nordschleife Master
Thanks!
Some info here: https://rennlist.com/forums/944-turb...2010-a-12.html
It runs great. 9.5:1 compression ratio gives amazing reponse even with a GT3582R turbo. I'm still running it with low boost (0.6 bar) but it's moves pretty decent.
Some info here: https://rennlist.com/forums/944-turb...2010-a-12.html
It runs great. 9.5:1 compression ratio gives amazing reponse even with a GT3582R turbo. I'm still running it with low boost (0.6 bar) but it's moves pretty decent.
07-20-2010, 11:54 PM
#404
Rennlist Member
Thread Starter
Sounds good, just put you on the in progress list. Looks like there are a number of motors in the Chris White queue. Any of those close to moving onto the up and running list? Rolex?