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I'm talking about the air that will be trapped in the block behind the pump. If the hole isn't drilled then it will be trapped and the sensor will never see coolant. The water outlet on the head isn't directly connected to that port, it's attached to the head. I don't think 1/8" is big enough to worry about. Just need to read that sensor and not creat air pockets.
Sorry for the dirty engine photo. But it's been an bad block I'm punishing it.
Quick note for you...
The 944S cam gear cover bolt holes match up but the actual hole the camshaft passes through is a hair too small (Maybe half a millimeter) so it will need to be slightly opened up. Doesn't have to be perfect since it will still be properly located to the head by the bolt holes.
My cam cover fits. And I finally called today due to lazyness to order the valve relief cutter tool, I'm going to send him the valves so there's no issues with me giving measurements.
With a little finessing the 944 gear cover did fit my 928 head.
Here are some photos for RL to peruse about the 928S3 head...
Mounted on the 944 block, 944 manifolds bolt straight up, and an intake port comparison between 944S/S2 and the 928S3 port. I think the 928S3 ports, being smaller in width (although a little longer actually) will lend themselves to improved low-end performance vs the huge 944S sewer pipe ports. Only time will tell.
If anybody wants more pictures I will have these parts handy until Sunday.
I only have a turbo engine mount, no turbo or pipes.
I think in order to make up for the shifted exhaust ports you could get away with a sort of spacer thing to bolt between the 951 headers and the crossover pipe.
Since my car has an NA exhaust (and will remain that way with the supercharger, which you can barely see in the first photo ) I am just going to put a spacer piece between the muffler and catalyst flange and shift the whole front half forward to compensate.
You need the right timing belt covers also. The headers set back 1/2" to 3/4" from how the 8v exhaust set. I plan on correcting the problem by working the crossover. One could mock up 16v headers by cutting the flanges off and use the 8v flanges. I was thinking about it but I don't think the 16v header pipes can handle the heat.
The problem with the 8v manifolds is they are offset for the 8v head. Meaning the ports are over the valves. Which moves everything else that's attached to the manifold. With this 16v head the ports are bettween the valves. The only intake runners that would work are the factory 928 S3 ones that need to be cut up or custom make some flanges and work out from there. I have a k26-6 turbo (in pieces for mock up) and a crossover for you Spencer, you pay shipping that's it. And the smaller ports will lead to higher port velocity which mixes the gas/air better at lower RPM's resulting in better low end performance. Another idea for the crossover would be to make a custom twin scroll crossover design and use the factory headers. Maybe one day after Spencer and myself biuld these engines others will hop aboard. I have 90% of the parts. Need intake fabricated, external T-stat housing and related parts for that mod, head gasket kit, ordering valve relief cutters, timing belt and maybe rollers, new cap/rotor/wires/plugs, crossover modded, custom chip made. I was thinking Spencer should have had it all done by now but he is still missing some vital parts. I was going to copy his intake manifold idea...I guess I better get my rear in gear! Also regarding the timing belt covers for the 16v engines, does anyone work with fiberglass? I know a gentleman who does and was thinking about having him make a run of fiberglass timing belt covers for the 16v setup. He uses polyurethane pre-injected (preprag?) fiberglass cloth. Super easy to work with but cost a bit more. But new 16v covers cost a bit too.
I only have a turbo engine mount, no turbo or pipes.
I think in order to make up for the shifted exhaust ports you could get away with a sort of spacer thing to bolt between the 951 headers and the crossover pipe.
Since my car has an NA exhaust (and will remain that way with the supercharger, which you can barely see in the first photo ) I am just going to put a spacer piece between the muffler and catalyst flange and shift the whole front half forward to compensate.
The manifolds moves back not forward on the head. If your supercharging it then you don't need a crossover or turbo. Just shorten the cat pipe 1/2".
I want to do a 16v on our lemons race car on the cheap, but I am thinking it is not possible to go super cheap. I have a small part time welding shop and I am an experienced fabricator so I am up for the challenge.
I am not seeing the big deal if the NA manifold is shifted over to center the ports. Will the angle of the intake ports surface to the angle of the manifold be a problem? Do you have a NA manifold that you could place on the head and take a picture of?
Spencer could use an S2 intake and use the flanges from the 928 if he is using a supercharger. Or even a 968 intake. But a turbo won't fit under them. I don't have a 8v intake that's not off a car. But the problem with it "shifting" forward is that the throttle cable won't reach the throttle body. A custom intake would be super nice like the 16v SFR makes or one like there design but with volicity stacks in the intake plenum and use the proper 928S3 flanges. Aslo the 8v intake needs to be a few inches shorter in the runners as well as being shifted forward. I would like a manifold like this photo but finished for the 16v 928S3 head.
Would like something like this but for a 16v head not a 8v head.
12-23-2015, 12:55 AM
) I am just going to put a spacer piece between the muffler and catalyst flange and shift the whole front half forward to compensate.
