The 968 is good from a packaging standpoint, but that's about it. The 1 & 4 runners end up being longer than 2 & 3, because they originally met the plenum in a 2x2 instead of the 1X4 configuration used by the 944 manifolds. The angle 1 & 4 connect to the plenum is also a little aggressive, so you end up with an oval shaped profile.

 

Magnesium can be TIG welded, but you have to be careful with the heat. Otherwise it will ignite and quickly become abandon shop time. Putting water on it will also be a bad idea.

 

Sean, thanks for the heads up on that. Looks like I may be looking for an s2 manifold. I certainly don't feel like blowing up anything doing this. Kinda sucks though.

 

no doubt you will pull this off in fine fashion.

One thought - you may want to evaluate the thinkness and flange thickness of the exhaust manifolds.... they will see far more heat turbod. Having never seen a 16V s exhaust I am not sure, but would not be surprised to find they are thinner than the 951. Just somthing that crossed my mind you may want to double check.

GL!

 

You don't know Sid, do you?

 

Sid, great stuff as always.
You can have as many pictures you want from me, if of any help.
Only difference is that this is a 968 engine.

 

A couple of things on your project –
Don’t use the ‘cheapie’ V band clamp on the crossover pipe – that pipe sees a lot of strain due to the thermal expansion. It’s the worst case situation for a Vband clamp – all the stress is in the 90 degrees to the mating surface (shear stress). The total expansion of the cross over system can be as much as 1/8”…

I still have the pistons here but someone has already expressed a lot of interest – I will check with them to see if they are serious. I can always get more!

The stock cams will work pretty well – in fact they are not much different than the 8v cams. The S2 cams and the turbo cam are very close in everything (duration and LSA) except lift.

2.5 951 – one bazillion inch pounds and 1 gazillion goatpower
3.0 S2 – one point two bazillion inch pounds and 1.4 gazillion goatpower
3.0 968 – one point two bazillion inch pounds and 1.4001 gazillion goatpower

Silly questions demand silly answers!

I hate to say it…but if you just want power then it is more cost effective to get a totally different car!

Deleting the AOS will put you at risk for a smoking turbo. There are many variable in causes for smoking turbos, but deletion of the AOS system is way up on the list. You can reroute the AOS and use a different system but going to an open air breather system is not the optimum method.

 

Chris, I owe you a phone call. Still need to call Dean, but he never replied to my last e-mail.

On the pistons, if you were talking about me, let Sid go ahead and take them.

Lots of big changes in my professional life since we last talked. I'll explain when I call. Good news is that I'm about to move from "collecting parts" to building stuff.

 

Thank you very much Beorge!! That intake looks very simple to make.

Chris, thank you for your insight. I very much appreciate all the info you have shared over the years. Doing research you have been the best source!

If the pistons are available please pm me the price. If they aren't or I can't afford them right away, what are your thought on flycutting the turbo ones? Any forseen issues with integrity?
Also, since you probably work with more of these than anybody, do you know if the s2 and 968 intake flange is the same as the S ?

Thanks

 

In regards to the aos, I doubt I could get this Holset to smoke but, I'd like to have an easy way to add oil and would still like some crankcase evac.

 

AHHH good catch mine is not open. Lindsey racing is a big fan. Mine is rerouted in-order to prevent this.I meant to say is deleting that AOS Plastic crap. I have AN lines coming out of the block and routed to the proper places.

 

The AOS delete i have does all this. Search i know i posted some pics up here before

 

FWIW, I made the same mistake as you with the intake. A few points:
1. The S2 intake is considered an upgrade by S owners. SO it at least bolts on.
2. The S and S2 both have 37mm intake valves.
3. 1+2 = a pretty good sign the flange is the same.
4. The 968 has 39mm intake valves. This likely means larger runners.

There's a whole lot of physics about tapered runners I could get into at this point, but what it all will boil down to is how big the pipes you use to fab your runners will be. If they are going to be slightly bigger than the cross section of a 968 intake, then the physics won't matter, as you'll have some blending to do, anyway. If they are appropriately sized for the S intake, then you'll have some losses through the flange - twice, once when it expands, and a second tiem when it contracts. Note that a loss is a loss, regardless of it being an expansion or a compression in the air charge (many people don't realize that your loss from an expansion is as big as from a compression).

Do note that if you plan on tuning your intake, increasing the diameter will move the torque curve to the right. In other words, you'll need to have longer runners to maintain your target peak torque if you "go big," and you already are dealing with a tight package.

Anyone want to buy a Magnesium 944 S intake?

 

The 968 intake has larger runners. The intake port casting, on the head, is also larger.

 

Right, but he is using a 944S head, which is why I went into the expansion and contraction thing.