Anyone seen this? Motor Werks Racing 1.8L 944 turbo
04-14-2016, 08:41 PM
#31
Rennlist Member
I still like the idea of the i5 twin cam with the iron block and closer headstud placement. But there has to be merit in the 16v Porsche motor and others have proven.
04-14-2016, 08:59 PM
#32
Rennlist Member
Not bad for a car with rods/pistons/cams/exhaust manifold/turbo. Still a bone stock head and I think stock intake manifold. Stay tuned for even more HP with Hanks personal UrQ that has a large EFR on it.
04-14-2016, 10:45 PM
#33
Rennlist Member
That's at 36psi? Very good. Yes, would be interesting to see that motor with a twin scroll EFR turbo on it.
04-15-2016, 03:19 PM
#34
Drifting
Fit and finish looks super nice! But I don't really understand the reason behind this engine? I can't see any benefit except maybe cheaper parts. Very nice photos and display etc and I'm happy to see development on these cars! But the "unsurpassed performance" typ of taglines makes me cringe 
Neat there are options keeping more of these great cars from Lart!
04-15-2016, 03:22 PM
#35
Drifting
My EVO put down close to 400hp and TQ with pump 91, with the stock turbo hit close to 30psi. The ECU was flashed with good exhaust, but that's a ton of boost as compared to our motors capability.
04-15-2016, 04:24 PM
#36
Rennlist Member
*This being said without knowing how much these kits will cost.
04-15-2016, 04:53 PM
#37
Race Car
I think its pretty neat and empty the engine bay is and how easy it would be to work on. The larger abundance of performance parts is nice. Only thing I don't like is going to a lower displacement, 2.5 to 1.8 is a decent drop even if it still would make great power.
Last edited by CyCloNe!; 04-16-2016 at 10:41 AM.
04-15-2016, 10:26 PM
#38
Rennlist Member
I have no clue but aren't there stroker kits for the VW motor? If you could bump them up to say 2.4ltr and be able to boost to 35psi and rev to 9000rpm then it's a good match for a hot Evo motor.
On another note, I still don't get how those 4:1 headers work on one of their motors. Not the motor where it goes into a normal burns type collector but the other one where 4 pipes wind up straight into what looks to be a pretty similarly sized single. Just looks like there is going to be massive b/pressure?
On another note, I still don't get how those 4:1 headers work on one of their motors. Not the motor where it goes into a normal burns type collector but the other one where 4 pipes wind up straight into what looks to be a pretty similarly sized single. Just looks like there is going to be massive b/pressure?
04-16-2016, 12:00 AM
#39
In my totally unexperienced opinion, I still think the whole 07K/Turbo I5 idea is the best idea. There is something to be said for the weight benefits of this 1.8L engine though.. Maybe that's just my ears speaking. Curious to know what Alxdgr8's 07k weighs.
04-16-2016, 04:29 AM
#40
Drifting
The VW - Audi 1.8 motor is keenly "best of breed" blown engines. Shared Dyno would spank most 1.8 engines, even with current EMS, heads, etc.
Torque wins races - HP sells cars.
Torque wins races - HP sells cars.
04-16-2016, 04:36 AM
#41
Drifting
Dyno shared was from 1999. Owned a few 951's and many other fun sports cars since. Point: The OE 2.5 inline 4 is worthy of proper build mandates vs other engines seemingly "easier" towards replication.
04-16-2016, 11:11 AM
#42
Rainman
Rennlist Member
Rennlist Member
Engine weight savings are huge with this swap, but I see the benefit being the weight moved behind the axle, as well as allowing you to put a HUGE goddamn radiator/intercooler/AC/oil cooler setup up front.
This little engine might be nicely paired with a 944S transmission...shorter gearing to get around at low revs, but the small displacement means less torque load even under boost (within reason) so the trans can live longer
It also may be the best, "simplest" option for smog-land swaps, since you don't need to futz with finding LS exhaust manifolds to fit past your steering shaft, and convincing the CARB ref that it's legal.
This little engine might be nicely paired with a 944S transmission...shorter gearing to get around at low revs, but the small displacement means less torque load even under boost (within reason) so the trans can live longer
It also may be the best, "simplest" option for smog-land swaps, since you don't need to futz with finding LS exhaust manifolds to fit past your steering shaft, and convincing the CARB ref that it's legal.
04-16-2016, 02:13 PM
#43
Rennlist Member
944 engine weight
It depends on what ancillaries the motor includes. According to Porsche- the basic
8V 1983 944N/A motor weighs 368lbs, with flywheel, NOT including the power steering pump, clutch, pressure plate or bellhousing. On the exhaust, the cast headers are factored in. For the induction side- this figure includes the 944 N/A curved intake boot, throttle body and manifold. According to Porsche- the 951 powerplant is 39lbs more than the engine mentioned above. Weight gain of the turbo, plumbing, and related components(intercooler, piping, and cycling cooler, tubing, etc.) only adds a degree of protection for an otherwise powerful, lightweight engine. The spring-loaded clutch components and bellhousing figures are below:
944 N/A 225mm clutch, pressure-plate, T/O bearing, Bellhousing/sensors=24.6lbs
944 Turbo 240mm clutch, pressure-plate, T/O bearing, Bellhousing/DME=25.5lbs
8V 1983 944N/A motor weighs 368lbs, with flywheel, NOT including the power steering pump, clutch, pressure plate or bellhousing. On the exhaust, the cast headers are factored in. For the induction side- this figure includes the 944 N/A curved intake boot, throttle body and manifold. According to Porsche- the 951 powerplant is 39lbs more than the engine mentioned above. Weight gain of the turbo, plumbing, and related components(intercooler, piping, and cycling cooler, tubing, etc.) only adds a degree of protection for an otherwise powerful, lightweight engine. The spring-loaded clutch components and bellhousing figures are below:
944 N/A 225mm clutch, pressure-plate, T/O bearing, Bellhousing/sensors=24.6lbs
944 Turbo 240mm clutch, pressure-plate, T/O bearing, Bellhousing/DME=25.5lbs
Factory manual says 401 lbs dry weight for engine.
04-16-2016, 02:15 PM
#44
Rennlist Member
I have no clue but aren't there stroker kits for the VW motor? If you could bump them up to say 2.4ltr and be able to boost to 35psi and rev to 9000rpm then it's a good match for a hot Evo motor.
On another note, I still don't get how those 4:1 headers work on one of their motors. Not the motor where it goes into a normal burns type collector but the other one where 4 pipes wind up straight into what looks to be a pretty similarly sized single. Just looks like there is going to be massive b/pressure?
On another note, I still don't get how those 4:1 headers work on one of their motors. Not the motor where it goes into a normal burns type collector but the other one where 4 pipes wind up straight into what looks to be a pretty similarly sized single. Just looks like there is going to be massive b/pressure?
04-16-2016, 03:09 PM
#45
Rennlist Member
I wish I had dyno charts for Duke's or Rod's engines, or Shawn's new 3.0L
But here's a nice comparison of the 2.5L 07k vs Shawn's 2.85L
I agree a 1.8T is going to have some trade-offs compared to a 2.5L 951 engine, and I'm not advocating this swap. As you can tell, I'm much more of an I5 fan.
07k with an EFR7163 (100oct) nearly matches the 2.85L (E85) peak HP numbers, beats it's peak TQ numbers, and has a 500rpm spool advantage.
07k with a Xona Rotor 9567 (E85) matches the spool of the 2.85L (E85) with a 300+whp/150+wtq advantage and 2000rpm powerband advantage.
951_vs_07k_HP by Vex Art, on Flickr
951_vs_07k_TQ by Vex Art, on Flickr
But here's a nice comparison of the 2.5L 07k vs Shawn's 2.85L
I agree a 1.8T is going to have some trade-offs compared to a 2.5L 951 engine, and I'm not advocating this swap. As you can tell, I'm much more of an I5 fan.
07k with an EFR7163 (100oct) nearly matches the 2.85L (E85) peak HP numbers, beats it's peak TQ numbers, and has a 500rpm spool advantage.
07k with a Xona Rotor 9567 (E85) matches the spool of the 2.85L (E85) with a 300+whp/150+wtq advantage and 2000rpm powerband advantage.
951_vs_07k_HP by Vex Art, on Flickr951_vs_07k_TQ by Vex Art, on Flickr