968 Oil Squirters Part Number?
#31
Rainman
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Tuomo- What would +1000rpm get you, that adding 1-2 more psi at the current top end via your EBC wouldn't achieve without any added cost?
Swapping to a different intake like Greg's wouldnt hurt either.
Swapping to a different intake like Greg's wouldnt hurt either.
#32
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The S4 intake is seriously underrated and can be made to work pretty damn well with turbos. If you are referring to the Greg Brown prototype intake, in my opinion, it's a good intake for a normally aspirated engine but precisely the wrong kind of intake for a pump-gas turbo car because it makes torque at rpms where the turbos have no problem hitting the knock limit. The best non-flappy single-mode passive intake for a turbo car would be something like the Helmholtz resonator intake of 928 S3. And S4 with the flappy operational can get the turbos to spool up 400rpm earlier.
My exhaust manifolds are more of an rpm limiting factor because of the packaging doesn't allow for pulse separation of cylinders 1&3 and 5&6. That would suggest a longer 95.25mm stroke and -35cc dish on the pistons, thinner rings -- and of course the oil squirters! ;-)
#33
Rainman
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What info do you have suggesting you've maxed the cylinder pressure?
you're around 750 hp right? From a 5.0.
there have been multiple 600+hp 944/968 turbo engines over the years in the 3.0L neighborhood. Highest output im aware of is around 700hp from Duke's 3.2L.
so i think there's more head room for you?
you're around 750 hp right? From a 5.0.
there have been multiple 600+hp 944/968 turbo engines over the years in the 3.0L neighborhood. Highest output im aware of is around 700hp from Duke's 3.2L.
so i think there's more head room for you?
#34
Nordschleife Master
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What info do you have suggesting you've maxed the cylinder pressure?
you're around 750 hp right? From a 5.0.
there have been multiple 600+hp 944/968 turbo engines over the years in the 3.0L neighborhood. Highest output im aware of is around 700hp from Duke's 3.2L.
so i think there's more head room for you?
you're around 750 hp right? From a 5.0.
there have been multiple 600+hp 944/968 turbo engines over the years in the 3.0L neighborhood. Highest output im aware of is around 700hp from Duke's 3.2L.
so i think there's more head room for you?
#35
Rainman
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With good tuning and turbo, 350 torque at the wheels, even with a 2v head, has been doable reliably for 20+ years thru a stock 100/78.9 short block.
raceboy might be the best person here for you to talk to- hes got a turbocharged 944S 4-v about 9.3 compression, 1.6 bar ~420rwhp for 4-5 years now on euro pump gas. And he's the proprietor for VEMS ecu...
raceboy might be the best person here for you to talk to- hes got a turbocharged 944S 4-v about 9.3 compression, 1.6 bar ~420rwhp for 4-5 years now on euro pump gas. And he's the proprietor for VEMS ecu...
#36
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#38
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With proper cooling, the 928 S4 automatic transmission seems to have no problems with that level of torque.
The 928 S4 manual transmission has also lasted reasonably well for me, but I've only used it with street tires and on street, I don't think it would do as well on slicks on track. That transmission is pretty damn strong, but it must stay cool such that the gears don't weaken and that the case doesn't pull apart due to thermal expansion.
Back to squirters: Does anyone know what the nominal opening pressure of the 968 piston oil squirters is? I would need a high opening pressure because of the about 2.75" main journal diameter requires that the mains see high oil pressure at high rpms.
The 928 S4 manual transmission has also lasted reasonably well for me, but I've only used it with street tires and on street, I don't think it would do as well on slicks on track. That transmission is pretty damn strong, but it must stay cool such that the gears don't weaken and that the case doesn't pull apart due to thermal expansion.
Back to squirters: Does anyone know what the nominal opening pressure of the 968 piston oil squirters is? I would need a high opening pressure because of the about 2.75" main journal diameter requires that the mains see high oil pressure at high rpms.
#39
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What info do you have suggesting you've maxed the cylinder pressure?
you're around 750 hp right? From a 5.0.
there have been multiple 600+hp 944/968 turbo engines over the years in the 3.0L neighborhood. Highest output im aware of is around 700hp from Duke's 3.2L.
so i think there's more head room for you?
you're around 750 hp right? From a 5.0.
there have been multiple 600+hp 944/968 turbo engines over the years in the 3.0L neighborhood. Highest output im aware of is around 700hp from Duke's 3.2L.
so i think there's more head room for you?
I think Rod saw higher as they ran more boost. I think they ran maybe 25-28psi? Probably somewhere up 800-850bhp.
There's a few more that I know about too. The head (especially modified) is very good. The block...hit and miss. Luck of the draw with a 25+ year old Alu open deck design. You'd have to think the 928 might be a little stronger due to the extra meat in the block?
#40
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Can give anecdotal info re oil squirters. On one 3.1lt 8v motor that was retrofitted with some squirters (I think 968) we couldn't get oil pressure at first. Wound up blocking the squirters off and hey presto...half decent o/pressure.
#42
Nordschleife Master
#43
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With proper cooling, the 928 S4 automatic transmission seems to have no problems with that level of torque.
The 928 S4 manual transmission has also lasted reasonably well for me, but I've only used it with street tires and on street, I don't think it would do as well on slicks on track. That transmission is pretty damn strong, but it must stay cool such that the gears don't weaken and that the case doesn't pull apart due to thermal expansion.
Back to squirters: Does anyone know what the nominal opening pressure of the 968 piston oil squirters is? I would need a high opening pressure because of the about 2.75" main journal diameter requires that the mains see high oil pressure at high rpms.
The 928 S4 manual transmission has also lasted reasonably well for me, but I've only used it with street tires and on street, I don't think it would do as well on slicks on track. That transmission is pretty damn strong, but it must stay cool such that the gears don't weaken and that the case doesn't pull apart due to thermal expansion.
Back to squirters: Does anyone know what the nominal opening pressure of the 968 piston oil squirters is? I would need a high opening pressure because of the about 2.75" main journal diameter requires that the mains see high oil pressure at high rpms.
![hiha](https://rennlist.com/forums/graemlins/roflmao.gif)
More modern cars have the ability in the ECM/TCM to discern component slippage by comparing input speed vs output speed and knowing what ratio to expect.
More than a couple hundred RPM slippage between two values and the transmission goes into failsafe mode to protect itself.
I don't see how you are not already at this threshold. If I knew the surface area of the frictions, the number of frictions, the diameter of the forward apply piston and the expected line pressure at WOT in D range, I could tell you what torque the forward clutch could withstand....all components being brand new.
In perspective, the Allison 1000 5 speed automatic found in 1 ton GMC 3500 dual wheel trucks with GM Duramax diesel engine has a torque rating of 650 lb/ft.
GM proper (hydramatic) has a unit rated higher but without torque management (software that limits torque during shift) the transmission would die catastrophically in short time.
Your next hurdle is going to be the expense of transmitting more power to the ground, either by some kind of ECU that nose dives power output at shift points or adaption of some kind of racing manual gearbox.
Not piston ring flutter or oil squirters.....
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T
#44
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At high rpms, engine oiling, blowby, and temperature management are the biggest problems for a street-driven 928 S4 with street tires, not the transmissions (if properly cooled).
#45
Race Car
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If I just put a 928 S4 automatic in it and cool it with big heat exchangers, the tranny is going to log on to RL and reply with ROFLMAO to that comment. You're projecting based on parts designed for the half motor.
At high rpms, engine oiling, blowby, and temperature management are the biggest problems for a street-driven 928 S4 with street tires, not the transmissions (if properly cooled).
At high rpms, engine oiling, blowby, and temperature management are the biggest problems for a street-driven 928 S4 with street tires, not the transmissions (if properly cooled).
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Carry on though, you got this....
T