2.7 N/A to a 2.7 Turbo
#16
Rennlist Member
The 2.7L motor is a good starting point for a 3.0L turbo. You'll need the following
968 crank
forged rods
Mahle 104.5 turbo pistons
modify the head with 951 exhaust valves and 951 springs.
951 intake modified to match the 2.7 head
951 headers, cross over, wastegate etc.
951 motor mount/ turbo mount
Turbo
intercooler and pipes
fuel rail
fuel pump
injectors
DME/KLR
harness
951 oil filter/cooler housing
951 oil cooler
951 heat shields
951 AOS
951 bell housing and clutch setup
and a bunch of other things
The chassis is the same as a 951 and all the 951 body parts will bolt up.
you'll need a 951 transaxle
951 front hubs and spindles
951 calipers and rotors
The suspension is the same except the 951 has stiffer struts
torsen bars and sways.
If your car is in mint condition and you want to keep it finding a donor
951 would be the way to go.
Again the chasis is the same with all the mounting points in place to
just bolt on the 951 parts.
968 crank
forged rods
Mahle 104.5 turbo pistons
modify the head with 951 exhaust valves and 951 springs.
951 intake modified to match the 2.7 head
951 headers, cross over, wastegate etc.
951 motor mount/ turbo mount
Turbo
intercooler and pipes
fuel rail
fuel pump
injectors
DME/KLR
harness
951 oil filter/cooler housing
951 oil cooler
951 heat shields
951 AOS
951 bell housing and clutch setup
and a bunch of other things
The chassis is the same as a 951 and all the 951 body parts will bolt up.
you'll need a 951 transaxle
951 front hubs and spindles
951 calipers and rotors
The suspension is the same except the 951 has stiffer struts
torsen bars and sways.
If your car is in mint condition and you want to keep it finding a donor
951 would be the way to go.
Again the chasis is the same with all the mounting points in place to
just bolt on the 951 parts.
I believe the 1989 2.7 car has the regular N/A front bumper (rather than the S2 bumper), meaning it is not set up for the 951 intercooler.
The 2.7 block and head can be used as part of a turbo motor, but it takes many many additional parts.
See good discussions from the past:
https://rennlist.com/forums/944-turb...onversion.html
See post 83 here:
https://rennlist.com/forums/944-turb...500rwhp-6.html
#17
Race Director
I have a spare cross over pipe, manifolds, dme/klr, injectors (stock and 85#), engine mount, oil pan, crank, 3bar FPR, HR MAF setup (but get Vitesse) and harness I would sell at a very attractive price...
#19
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That's exactly what I would do, if it wasn't for insurance. Insurance for me on a 951 is close to $100 more per month than for the 944, so every year I'd be saving over $1000 by sticking with the 944. But whether I mod the 944 or buy a 951/968, it's not gonna be cheap either way so IDK.
#20
The Impaler
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That's exactly what I would do, if it wasn't for insurance. Insurance for me on a 951 is close to $100 more per month than for the 944, so every year I'd be saving over $1000 by sticking with the 944. But whether I mod the 944 or buy a 951/968, it's not gonna be cheap either way so IDK.
#21
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To do what you want is not impossible, but also not cheap.
If you really want to do it the easiest way is to buy a complete 951 parts car – otherwise you will be nickel and dimed to death with all the special parts – you will also get the benefit of swapping to the turbo brakes and other good stuff (Intercooler, DME /KLR, factory turbo dash, etc.)
If you really want to do it the easiest way is to buy a complete 951 parts car – otherwise you will be nickel and dimed to death with all the special parts – you will also get the benefit of swapping to the turbo brakes and other good stuff (Intercooler, DME /KLR, factory turbo dash, etc.)
#22
Rennlist Member
#23
That's exactly what I would do, if it wasn't for insurance. Insurance for me on a 951 is close to $100 more per month than for the 944, so every year I'd be saving over $1000 by sticking with the 944. But whether I mod the 944 or buy a 951/968, it's not gonna be cheap either way so IDK.
#24
Rennlist Member
The 2.7L motor is a good starting point for a 3.0L turbo. You'll need the following
968 crank
forged rods
Mahle 104.5 turbo pistons
modify the head with 951 exhaust valves and 951 springs.
951 intake modified to match the 2.7 head
951 headers, cross over, wastegate etc.
951 motor mount/ turbo mount
Turbo
intercooler and pipes
fuel rail
fuel pump
injectors
DME/KLR
harness
951 oil filter/cooler housing
951 oil cooler
951 heat shields
951 AOS
951 bell housing and clutch setup
and a bunch of other things
The chassis is the same as a 951 and all the 951 body parts will bolt up.
you'll need a 951 transaxle
951 front hubs and spindles
951 calipers and rotors
The suspension is the same except the 951 has stiffer struts
torsen bars and sways.
If your car is in mint condition and you want to keep it finding a donor
951 would be the way to go.
Again the chasis is the same with all the mounting points in place to
just bolt on the 951 parts.
968 crank
forged rods
Mahle 104.5 turbo pistons
modify the head with 951 exhaust valves and 951 springs.
951 intake modified to match the 2.7 head
951 headers, cross over, wastegate etc.
951 motor mount/ turbo mount
Turbo
intercooler and pipes
fuel rail
fuel pump
injectors
DME/KLR
harness
951 oil filter/cooler housing
951 oil cooler
951 heat shields
951 AOS
951 bell housing and clutch setup
and a bunch of other things
The chassis is the same as a 951 and all the 951 body parts will bolt up.
you'll need a 951 transaxle
951 front hubs and spindles
951 calipers and rotors
The suspension is the same except the 951 has stiffer struts
torsen bars and sways.
If your car is in mint condition and you want to keep it finding a donor
951 would be the way to go.
Again the chasis is the same with all the mounting points in place to
just bolt on the 951 parts.
You will definitely need 951 intake and exhaust manifolds, and there is some porting necessary to mate the intake manifold to the 951 head.
Obviously you'll need a turbo. Lots of options here. If you get a water-cooled turbo, you'll need plumbing for the coolant. Also, you'll want a 951 oil pan with a turbo oil return line.
You'll need a 951 motor mount (drivers side) as the turbo mounts to that.
Best of luck and hope that helps a little bit. If you decide to just swap in a 944S2 or 968 motor and your 2.7L is in good shape, let me know - I'm kicking around the idea of adding some more power to my 924S but I don't think I want to go the turbo route as I already have some money invested in a 944 N/A exhaust system and can't figure out any good way to fit an intercooler on my car (924S doesn't have the larger radiator support cut-outs for intercooler pipes
#25
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To be honest, I could be mistaken but a lot of the pricier items here (968 crank, forged rods, pistons, clutch, brakes/hubs, exhaust valves) aren't needed for a low-boost turbo setup, and some (fuel rail, fuel pump) will swap right over from the N/A. I believe that 87+ n/a cars had the same radiator support structure, so your car has the cutouts for the 951 intercooler, so no need for major bodywork there. You can also get away with running no KLR (just get a 944 N/A chip with a 2.7l turbo map), which will also mean that you can avoid replacing the harness. You will probably want to replace the AFM with a MAF kit from Lindsey or SFR (or any of the various other vendors who sell those). Some offer kits with chips/injectors/MAF all matched together, which takes some of the guess work out of tuning
You will definitely need 951 intake and exhaust manifolds, and there is some porting necessary to mate the intake manifold to the 951 head.
Obviously you'll need a turbo. Lots of options here. If you get a water-cooled turbo, you'll need plumbing for the coolant. Also, you'll want a 951 oil pan with a turbo oil return line.
You'll need a 951 motor mount (drivers side) as the turbo mounts to that.
Best of luck and hope that helps a little bit. If you decide to just swap in a 944S2 or 968 motor and your 2.7L is in good shape, let me know - I'm kicking around the idea of adding some more power to my 924S but I don't think I want to go the turbo route as I already have some money invested in a 944 N/A exhaust system and can't figure out any good way to fit an intercooler on my car (924S doesn't have the larger radiator support cut-outs for intercooler pipes
You will definitely need 951 intake and exhaust manifolds, and there is some porting necessary to mate the intake manifold to the 951 head.
Obviously you'll need a turbo. Lots of options here. If you get a water-cooled turbo, you'll need plumbing for the coolant. Also, you'll want a 951 oil pan with a turbo oil return line.
You'll need a 951 motor mount (drivers side) as the turbo mounts to that.
Best of luck and hope that helps a little bit. If you decide to just swap in a 944S2 or 968 motor and your 2.7L is in good shape, let me know - I'm kicking around the idea of adding some more power to my 924S but I don't think I want to go the turbo route as I already have some money invested in a 944 N/A exhaust system and can't figure out any good way to fit an intercooler on my car (924S doesn't have the larger radiator support cut-outs for intercooler pipes
There is a very good reason that you don't see many (as in more than one or two) 944's or S2's that are running turbos.
A 2.5, 2.7 or 3.0 turbo conversion costs more than a very nice 951.
#28
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#29
Rennlist Member
That'll work great for the ten minutes before it implodes. There is a great deal more to tuning than meets the eye.
There is a very good reason that you don't see many (as in more than one or two) 944's or S2's that are running turbos.
A 2.5, 2.7 or 3.0 turbo conversion costs more than a very nice 951.
There is a very good reason that you don't see many (as in more than one or two) 944's or S2's that are running turbos.
A 2.5, 2.7 or 3.0 turbo conversion costs more than a very nice 951.
I realize that properly tuning a custom setup like a 2.7l turbo engine isn't easy, but its not impossible either, particularly if you utilize well-developed components that were designed to work together for the engine management
I'm sorry if I gave the impression that it was a very cheap or easy process, but I think that the previous poster had made it sound much more complex than it is.
#30
The Impaler
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Rennlist Member
What about it would implode? Are you saying that it is impossible to build a turbo motor with factory 944 2..7l rods/pistons/crank/head, an aftermarket MAF, injectors, and no KLR? Why not I ask? You might not be able to run 20 lbs of boost through it, but that doesn't mean its not possible to get 5-10psi of boost, which isn't a trivial increase over N/A.
I realize that properly tuning a custom setup like a 2.7l turbo engine isn't easy, but its not impossible either, particularly if you utilize well-developed components that were designed to work together for the engine management
I'm sorry if I gave the impression that it was a very cheap or easy process, but I think that the previous poster had made it sound much more complex than it is.
I realize that properly tuning a custom setup like a 2.7l turbo engine isn't easy, but its not impossible either, particularly if you utilize well-developed components that were designed to work together for the engine management
I'm sorry if I gave the impression that it was a very cheap or easy process, but I think that the previous poster had made it sound much more complex than it is.