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I'm in. It's a work in progress but I still have an S2 and an eight valve 2.7L head for it along with a turbo intake and exhaust manifold. Haven't ported the intake yet. It's on a continually moving two year horizon for me, I'm still rolling around like a giddy child over the stock performance of the S2 engine. I need to get tired of it and want more before I get serious about turbo charging it .
PS: And I've already decided I need another short block 3L for this build anyway; I'm keeping the NA block I have because I have come to seriously love this motor.
I can accept maybe blowing a sacrificial 3L if I can find one at a good price. Otherwise I may well decide to sell the 2.7L head and just drive the snot out of the 3L NA engine, which is a ton of fun to run.
Otto - look up VEMS for your 944S2...ditch the AFM, hotten-up the tune, good for 20-30 more HP.
Spencer - I think of that as "stage II" and I certainly appreciate your confidence. I've been looking at replacing the AFM with a MAF, then going to custom engine management (ala the VEMS) but haven't gotten there yet. My 928 uses a MAF and I have a spare from my parts car but I haven't even looked at fitting it to the S2 throttle yet. Anyone else tried that?
My 3L 8V has crossed the symbolic 100000 km mark recently. Still hardly drinks any oil and runs harder than ever.
Details in post #2 updated with the latest and most likely definitive spec.
My 3L 8V has crossed the symbolic 100000 km mark recently. Still hardly drinks any oil and runs harder than ever.
Details in post #2 updated with the latest and most likely definitive spec.
Thom -
Hope the question isn't redundant but do you know what sort of power (balllpark, seat of the pants; naturally dyno measurements are great) you're getting? I have a 2.7L head I'm not using and thinking of maybe selling only because I've been so impressed by the power and torque of the NA S2. No doubt I'll eventually want more, but as I said to Spencer, I'm not there yet. Just sort of wondering what I might be giving up by selling the head?
Hope the question isn't redundant but do you know what sort of power (balllpark, seat of the pants; naturally dyno measurements are great) you're getting? I have a 2.7L head I'm not using and thinking of maybe selling only because I've been so impressed by the power and torque of the NA S2. No doubt I'll eventually want more, but as I said to Spencer, I'm not there yet. Just sort of wondering what I might be giving up by selling the head?
Thom and I have very similar motors in terms of internal parts, so while I won't speak for him, I can say a stockish S2 motor and a built 3 liter turbo are apples and oranges. A fairly modest 3 liter turbo can easily double the torque and HP of a normal S2 motor. Mine made about 500/500 at its peak, but I've turned down the boost and reverted to stock cams since then for longevity and better street manners. (I'm up to about 30k, so obviously need to drive it more to keep up with Thom.) At full tilt, the turbos have explosive acceleration -- point straight, hit the gas, wait for it, then hold on for dear life. I have a new 991 turbo, which is faster by every metric, but I still think the momentary G's of the 951 is higher when the turbos ignite and take off. The S2 is a great, well-balanced ride just like Porsche intended by comparison.
Thom and I have very similar motors in terms of internal parts, so while I won't speak for him, I can say a stockish S2 motor and a built 3 liter turbo are apples and oranges. A fairly modest 3 liter turbo can easily double the torque and HP of a normal S2 motor. Mine made about 500/500 at its peak, but I've turned down the boost and reverted to stock cams since then for longevity and better street manners.
Thanks Tom. That would be something well worth considering, more than doubling the stock motor performance. I'll still need to work up to it, but for now I think I'll keep the head.
The butt dyno suggests 430 hp / 650 N.m which is more or less confirmed by calculations based on logged data and comparisons with several other 3L 8V cars I have driven that are faster/slower and make higher/lower figures. That does not mean much anyway as what matters is the shape of the curves and, above everything else, how the engine accelerates, which is not shown on dyno sheets where engine speed is used on the X-axis. I know of a 3L 8V that is quite a bit faster and more efficient to drive than mine but it's a bore to drive. Think modern turbo-diesel flat and wide torque band. In fact the owner will fit a larger turbo in the hope to make it a bit more fun as it feels too much of an electric motor at the moment. Just saying.
Yours look exactly like mine did. Dont think it is just Europe that has issues. Check the 928 crowd on rennlist. One of the most famous builders there has had no luck with those pistons with multiple failures.
Sorry but I would not use them if I were you.
Unfortunately you were wright. After 300 km started to make some noise. Car is parked sice september next week I will uninstall the engine. It's a clerance issue.
Unfortunately you were wright. After 300 km started to make some noise. Car is parked sice september next week I will uninstall the engine. It's a clerance issue.
Sorry to hear that! I had a real pain trying to get some back to no avail.
Anyone familiar with this car, it’s for sale near me and I may go take a look at it today.
Details: Transcript from Facebook post...
For sale 89 Porsche 944 Turbo PowerHaus car custom Speedline wheels have all engine build specs fresh complete engine service done 10/18 t belt ,water pump seals all up to date. Complete stage 2 engine and suspension package upgraded turbo and waste gate all final drive gears upgraded with a taller 5th gear for highway driving. Have all build sheets and all work that has been performed. Car clean and flawless all original paint custom sound system no cracks in dash car has been kept inside always everything is in working order!
...it’s a 3.0 crank indexed and polished block has been line bored and sleeved to 4.0 JE 3.9655 pistons JE wrist pins Carrillo rods ,KEP lightweight aluminum flywheel ,2.7 head ported and polished larger intake valves from Porsche,oringed and receesed to match, Raceware head studs 48 lbs injectors adjustable fuel pressure regulator, intake has been ported and extrude honed, authority mass flo system and software. Billet adjustable wastegate with manual control.
...this car has been done right no corners cut here it’s a nice piece kept inside gearbox has been updated as well final drive is 3.89 this setup shortens 1-4 but keeps 5th gear ratio same as stock.
I think I can finally be added to the registry after 5 years on this project. Don't have the final dyno tune yet but have 250 miles on the motor so far and she's very happy. This will be my dedicated DE car. Just checked compression and it's 155 in each cylinder hot and dry so break in looks successful.
And very seriously, I owe so many of you my thanks. So many people here helped or inspired me on this project along the way. It was a super fun build. It's so cool that there are parts on this from rennlisters from all over the world on this beast.
I think you may have a typo there, is it 24mm wrist pin or 22mm wrist pin?
The throttle body looks like a 928 S3, 928 GT has a big aluminum lump with two outlets.
Do those rods have Clevite H bearings originally made for Toyota Supra 2JZ?
What’s your planned rpm redline?
Originally Posted by Player0
I think I can finally be added to the registry after 5 years on this project. Don't have the final dyno tune yet but have 250 miles on the motor so far and she's very happy. This will be my dedicated DE car. Just checked compression and it's 155 in each cylinder hot and dry so break in looks successful.
11-30-2018, 11:57 PM
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