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Lots of interest in this swap. The weight of the complete aluminum 07k evo engines is pretty impressive. 50lbs less than a kswap. 100 lbs less than an LS (the complete ls1 I installed into my 964 was just under 450lbs with block hugger shorty manifolds but without a waterpump. I ran an electric meziere pump in this car). Total weight of the vehicle with the LS was 2640 lbs. 1000 LBS front, 1640 lbs rear.
I can confirm that removing 100 lbs from behind the rear axle (3.6 aircooled engine complete was 535 lbs if I remember correctly) makes a substantial difference in mid corner stability, threshold braking and overall light-on-it's-toes feeling at the wheel. 415whp with 232/240 cam and ported 243 heads.
random data points to continue the above:
LS2 aluminum block dressed and ready to drop into a 944 (accessories, manifolds, clutch, bell housing, etc) is ~490 lbs (figure from a guy who did that swap).
an iron block is give or take 110 lbs heavier so an iron block LS swap in similar configuration is knocking on 600lbs.
so an 07K fully dressed with a BH at ~400lbs is a very light engine !
LS2 aluminum block dressed and ready to drop into a 944 (accessories, manifolds, clutch, bell housing, etc) is ~490 lbs (figure from a guy who did that swap).
an iron block is give or take 110 lbs heavier so an iron block LS swap in similar configuration is knocking on 600lbs.
so an 07K fully dressed with a BH at ~400lbs is a very light engine !
Getting solid numbers on complete engine weights is a little obsession of mine. With shorty manifolds on my LS1 (cam, heads, billet blanks for the water pump inlets/outlets, composite intake, conversion flywheel/clutch) ready to install was 447 lbs. without the motor mounts. This was 2008 and I’m pulling this number from memory, but I’m fairly certain I’m remembering this correctly.
If the aluminum evo 07k setup is truly around 350 lbs ready to install, this swap becomes a no brainer for those who value balance/stability.
If the car gets driven hard (even on the street, ie in the canyons) the difference between a 350 lbs power plant and a 600 lbs one is considerable and quite noticeable, even when the additional weight is mounted low and within the axle lines. Losing weight up front (07k evo) and loading the rear up with a heavier transaxle (01e) will lighten the steering and alter cornering characteristics (entry, mid, exit, everything changes). I had to read the comments above suggesting the additional weight won’t be noticed more than once. Shifting your engine/transmission 25mm fore/aft in the chassis creates a noticeable change in handling. How Porsche mounted the battery so high up and at the furthest possible point from the COG in these cars is beyond me. Lots of room for additional performance available when pre-planning a build. The concern and focus on weight and it’s placement in the performance automotive world is rational and should be a critical deciding factor when making decisions for your build. Every pound is important.
Has anyone tried this kit with one of the aluminum 07k Evo engines yet? Wondering how much the direct injection complicates the swap and if there are any other differences that might not work with the kit.
Has anyone tried this kit with one of the aluminum 07k Evo engines yet? Wondering how much the direct injection complicates the swap and if there are any other differences that might not work with the kit.
Not aware of anyone using either the original TFSI iron block or Evo aluminum blocks with the kit. Bellhousing should work no problem. Mounts and oil filter adapter should work on the TFSI iron block, but not sure with the aluminum Evo block since they relocated the HPFP to the block. Intake and exhaust manifold are different for both of the TFSI heads so those won't work. Pretty sure the oil pan also won't work with the Evo block since they redesigned much of the lower end.
Not aware of anyone using either the original TFSI iron block or Evo aluminum blocks with the kit. Bellhousing should work no problem. Mounts and oil filter adapter should work on the TFSI iron block, but not sure with the aluminum Evo block since they relocated the HPFP to the block. Intake and exhaust manifold are different for both of the TFSI heads so those won't work. Pretty sure the oil pan also won't work with the Evo block since they redesigned much of the lower end.
Thanks, I didn't realize there were so many changes.
Prepping my 2008 07K for the 944 project. I figured “while I’m in there” I would go ahead and replace the main crank bearings. Assuming the bearing cap bolts are single use, stretch bolts, does anyone have the torque spec for these bolts, and how many degrees of stretch to add after reaching torque?
I still have a bit of work before I can get the 07K into the car... firewall openings have been closed up since the pic, but still need to finish the frame work
I'm still just collecting parts while I finish the rest of the race prep on the car. My Black Friday purchase finally showed up though!
If you're going to kill it, might as well overkill it, right?
Think most of us that are doing engine builds are in the same boat. Part lead time is huge (ordered same rods as you in Nov and mine just shipped) and still waiting on other parts from around that time. Part availability has also been another issue with crank trigger wheels and 8 bolt forged cranks on national backorder with no availability in sight.
The crank was next on my list so I guess I should pull the trigger now and hope for the best in terms of delivery time.
FYI - when Alan and I bought ours we found a guy on eBay from Poland that had them in stock. Placed an order and had it on my doorstep in a week. Not sure if he has any more but be sure to check eBay!
Prepping my 2008 07K for the 944 project. I figured “while I’m in there” I would go ahead and replace the main crank bearings. Assuming the bearing cap bolts are single use, stretch bolts, does anyone have the torque spec for these bolts, and how many degrees of stretch to add after reaching torque?
According to the manual I have -
Connnecting Rod bolts -
30Nm + 90° (1/4 additional turn)
Tighten to 30 Nm for measuring radial clearance, but do not tighten further
Main crank bolts -
40Nm + 90° (1/4 additional turn)
Tighten to 40 Nm to measure the radial play in the crankshaft. Do not tighten any further.
Last edited by Jesse Templeton; 04-11-2021 at 03:10 AM.
02-21-2021, 09:13 AM
