white 944 turbo

Whats the highest HP you have made fast 951? What kind of MAF are you using is it the Lindsey digital type?

tecart

id like 400 rwhp at 20 psi and 450 rwhp at 24 psi max, i currently have a maf setup and i think its close to 400 but the dyno will tell me soon, i like less lag and want full boost by 2900-3100 rpm's, but also a turbo that can stay within 2 psi of dropoff at 5800 rpm's, i think better gears could drop the lag part but no one has attempted that yet, a cam could help it, also a setup like the callaway 951, with turbo on the headers would reduce lag, also a nitrous kit would help at lower speeds, i hope your not involving nos in the kit though, also i want the car to run the car in the quarter mile at 12.5 or better at speeds close to 115, top speed wont matter if it does all the above, but id guess because of the taller gears it would be limited to 145, not that it matters, races for the street are usually over in 10 seconds or less in my experiences, im interested in your concept

fast951

It's great that so many 951 owners are expressing their thoughts. From what I gather there are few categories of 951 owners, the grouping is based on what performance expectations they have.

- Some enhancements, replace things as they fail.
- 300rwhp for street use, around 15psi boost.
- 350rwhp for street/track.
- Over 350rwhp anything goes.
- All of the above in a simple package

Few items that everyone requested or should request:
- Reliability.
- Ease of install.
- Ability to upgrade in the future.
- Support.
- Price.

Many people emailed me directly requesting to buy a turbo. That's fine, however without proper tuning the hardware (Turbo, injectors, MAF, MAP,..) are of no use.
In order to attain any performance level, I look at the system as a whole and provide a solution. I have my custom MAF setup, Turbos, and PiggyBack systems. When you start mixing parts from different suppliers, YOU the end user will have to make them work together.

M758

Personally I see the track and street as two different things.

For the track.
WHP = 350+
But the key to me is not the absolute number, but is the way the power comes on both the curve and rpm points. Right now I race a 944 NA. It does not have much HP so I need to maintian momentum and apply power early. If race a 951 I wnat to be able to smoothy apply power out of a corner. What I mean is that I do not wan to be out of the power band and then all of sudden get power and potential break the rear loose. Sure this behavior is part of the nature of Turbo car, but I feel that if you can minimize this you will be at an edge. On the track it no so much the power you have, but how much you can get to the ground and use.
The other thing is reliability. I would ideally want a little less power, but more relability. It is no fun braking stuff either engine or drivetrain. Of course remember the adage "To finish first, first one must finish!". If I were building a 951 race car those would be my main goals. To me the power is out there, but the key how it is delivered and how long it can last.

For a street car I have found that even my stock 230 whp 951 S is enough to get me in trouble. <img border="0" title="" alt="[Wink]" src="wink.gif" />
But in the interst of keeping up the jones I figure 300-325 rhp would be plenty if power band is nice and broad (sacrafice peak for width and minimize lag) with bulletproof type reliability.

I do follow the concept of "Fast, Cheap, Reliable.. Choose any 2!"

fast951

M758,

Great observation. I drive my 951 on the track, I'm a PCA driving instructor and I DO understand the meaning of smooth power delivery. If you look at the dyno chart posted earlier in this thread, you'll see how smooth the power curves are..

Reliability, handling and driver skills are the most important factors. Then comes HP...
Dyno charts are just indicators, for how long you can reproduce the same power level is a different game. I have seen many "modified" cars that do well for a lap or two then can't keep up as heat got the best of the intercooler....

1FastRedSC

You know, when i used to own a 951, i always wondered why people didn't make an 8 injector setup for the car. If you have the stock or smaller injector for putting around and then once the duty cycle for the first set let's say goes to 80 or 90 percent, the second set would kick in. Therefore running larger turbos or higher boost would be directly controled by different injectors. Or maybe keep the stock setup, but once the car goes over the stock limits in boost/fuel, a second row of injectors take over that are controled be a second device.