Hmm with a new cam you can sacrafice high end toruqe and get more down low...
Get a VATN turbo setup! That would surely help alot! But pretty expensive

 

mmmmm VATN

 

I think displacement helps a lot. My all bore 2.8 with stock turbo and injecters layed down 312ft.lbs. at the wheels. This was with no tunning and running very rich at 10-12 psi.

 

Some of the engines from Audi and Saab are using small turbos that spin up very quickly and produce huge low-end torque. My Passat uses the 1.8 liter turbocharged Audi engine that produces maximum torque at 1750 rpm! The torque curve is also ruler flat to almost 5000 rpm. The problem is that above 5000 rpm the power goes off a cliff. Almost all the mods I've seen for the 951's that retain the stock turbo (K26/6 or /8) yield almost no difference from stock below 3000 rpm. All the difference is above 3000 rpm.

 

First off, create a free flowing exhaust, with a turbo car, the turbo itself is the biggest restriction in the exhaust system, so making the exhaust free flowing after it will only improve overall flow. You will be surprised at the extra torque gained by this. 2nd would be to use a smaller turbo that spools faster, if you have the ability to tune your fuel and timing maps, run a bit leaner with a bit less timing at the rpm that full boost is made. Then of course there are cams, intake manifold, etc. Saying horsepower is better than torque or vice versa isn't entirely correct. Matching gearing to the powerband is what's required, if you have alot of horsepower at upper rpms you may need to shorten the gearing, if you have loads of torque you can run much taller gears. What are your numbers now, ex rpm full boost is achieved, max boost being run, max rpm you shift at, does boost fall off before you shift? Some people just need to modify their shift points to get more out of the car, I used to shift my eclipse at 5000 stock since the turbo was so small it would lose 5psi of boost past then, even now I only shift at 7 when I could easily rev it out to 8.5k, but my intake manifold makes peak hp at 6800.

 

I actually think the problem is creating HP in the 951 rather than torque. I don't want more than 450 nm which is about what you get with very small mods. More than that and I'll just start to break drivetrain components and get more wheelspin than I think is fun.

 

to score better 1/4 mile times with a 951 youll need ALOT of practice!try to get lightweight rims/tires,less mass to turn=more power,IMO.pz

 

Maximum power does not always win. A flat and broad torque curve is, in many cases As critical as peak h/p. 4G64 944 mentioned the ex. He's right. Turbos create their own back pressure. Past them, open as possible. K27's create a lot of back pressure. N/A motors require careful plumbing to max. power and attain desired back pressure. One of the many beauties of turbos is the inherent lg. trq. #'s, relative to N/A motors. I thought it was strange that my 8v head acheives pk. trq. @ 5000. I've seen 16v head motors that claim pk @ 4000, with similar displacement. I'm not wanting for trq. @ 4000, only 12 lbs. less. Great trq @ 6500. Peak h/p is 6500. Small drop @ 7000. Off the top of my head, I believe it "averaged" 520 h/p, from 5500-7000. It pulls more smoothly than most N/A cars. NO lag, when shifting on boost. NONE. I checked the dumps. It does not "feel" like a turbo car.