968 Supercharger Kit Development
#286
Race Car
Join Date: Jun 2003
Location: Albany, CA: celebrating 100 years of independence from Berkeley, CA
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We have also finished the webpage about the supercharger kit:
http://www.928motorsports.com/parts/...harger_kit.php
http://www.928motorsports.com/parts/...harger_kit.php
#287
Developer
Thread Starter
Our clutch offerings for the 968 are here:
http://www.928motorsports.com/parts/968_clutch_pack.php
Basically, our GT3 kit has about 30% more clamping force than the stock 968 clutch yet still retains excellent smoothness and street driveability.
The GT2 kit is a little more abrupt, and the GT1 kit I would recommend for race applications only.
All our pressure plates begin their life with us as brand new Sachs/Porsche units, so you know they are a perfect fit. We drill out the rivits, disassemble the pressure plate, change the srpoings, change the fulcrums (so the leg needed is about the same) and re-assemble.
As to aluminum flywheels - yes you will need to learn to drive a stick again!
An aluminum flywheel does not store as much kinetic energy as a steel one, so starting from a dead stop will require a little more RPM's and a better foot.
But, after that, rev's are faster and shifts are crisper.
But not everybody likes them.
http://www.928motorsports.com/parts/968_clutch_pack.php
Basically, our GT3 kit has about 30% more clamping force than the stock 968 clutch yet still retains excellent smoothness and street driveability.
The GT2 kit is a little more abrupt, and the GT1 kit I would recommend for race applications only.
All our pressure plates begin their life with us as brand new Sachs/Porsche units, so you know they are a perfect fit. We drill out the rivits, disassemble the pressure plate, change the srpoings, change the fulcrums (so the leg needed is about the same) and re-assemble.
As to aluminum flywheels - yes you will need to learn to drive a stick again!
An aluminum flywheel does not store as much kinetic energy as a steel one, so starting from a dead stop will require a little more RPM's and a better foot.
But, after that, rev's are faster and shifts are crisper.
But not everybody likes them.
#288
Track Day
So then Carl,
Do you recommend a heavier clutch for this S/C application or can we keep the stock clutch. If I don't have to do the clutch, I'll order one of these puppies ASAP!!
Regards
Do you recommend a heavier clutch for this S/C application or can we keep the stock clutch. If I don't have to do the clutch, I'll order one of these puppies ASAP!!
Regards
#289
Developer
Thread Starter
We do not have a lot of field data on this brand new kit.
What I can tell you is the stock clutch on our guinea-pig supercharged 968 is doing fine, and we have been thrashing it.
My bet is clutch life is driver-specific. (It has always been that way)
What I can tell you is the stock clutch on our guinea-pig supercharged 968 is doing fine, and we have been thrashing it.
My bet is clutch life is driver-specific. (It has always been that way)
#290
Rennlist Member
Our clutch offerings for the 968 are here:
http://www.928motorsports.com/parts/968_clutch_pack.php
Basically, our GT3 kit has about 30% more clamping force than the stock 968 clutch yet still retains excellent smoothness and street driveability.
The GT2 kit is a little more abrupt, and the GT1 kit I would recommend for race applications only.
All our pressure plates begin their life with us as brand new Sachs/Porsche units, so you know they are a perfect fit. We drill out the rivits, disassemble the pressure plate, change the srpoings, change the fulcrums (so the leg needed is about the same) and re-assemble.
As to aluminum flywheels - yes you will need to learn to drive a stick again!
An aluminum flywheel does not store as much kinetic energy as a steel one, so starting from a dead stop will require a little more RPM's and a better foot.
But, after that, rev's are faster and shifts are crisper.
But not everybody likes them.
http://www.928motorsports.com/parts/968_clutch_pack.php
Basically, our GT3 kit has about 30% more clamping force than the stock 968 clutch yet still retains excellent smoothness and street driveability.
The GT2 kit is a little more abrupt, and the GT1 kit I would recommend for race applications only.
All our pressure plates begin their life with us as brand new Sachs/Porsche units, so you know they are a perfect fit. We drill out the rivits, disassemble the pressure plate, change the srpoings, change the fulcrums (so the leg needed is about the same) and re-assemble.
As to aluminum flywheels - yes you will need to learn to drive a stick again!
An aluminum flywheel does not store as much kinetic energy as a steel one, so starting from a dead stop will require a little more RPM's and a better foot.
But, after that, rev's are faster and shifts are crisper.
But not everybody likes them.
Any weight details for different flywheel options, espec. gt2 is interesting.
Thanks for your effort for the community!!
#291
RL Community Team
Rennlist Member
Rennlist Member
If 951 clutch setups are good to over 300 whp, then the 968 setup must be good for even more, by the law of:
if A=good
and if B>A
then B=more good
if A=good
and if B>A
then B=more good
#292
Addict
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#293
Addict
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#295
Addict
Rennlist Member
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True. But I don't know that anyone's said the 968 replaced the 951. From the company's standpoint the 944S2 with its n/a 3.0L "replaced" the 951, (944S2 starts as the 951S is phased out), in Porsche's marketing scheme. Originally, the 968 was to be labeled as the "944S3", but someone at the company reasoned that the car was different enough to merit a its own model number and thus emerged as Porsche 968.
#296
Nordschleife Master
It was just the 968>951 statement and the followed assumption of a parts capability I did not agree with. To me that sounded like an assumption that the 968 replaced the 951.
I don't want to go too off-topic in this thread, but the 951 was not phased out. I know it didn't sell in the US after 89 but in the rest of the world both the S2 and 951 was manufactured until 1991. IMHO the S2 was a natural upgrade of the 944S when the 951S was released.
I don't want to go too off-topic in this thread, but the 951 was not phased out. I know it didn't sell in the US after 89 but in the rest of the world both the S2 and 951 was manufactured until 1991. IMHO the S2 was a natural upgrade of the 944S when the 951S was released.
#297
Regards,
Chris
Last edited by Kit_Chris; 07-19-2009 at 04:28 PM.
#298
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#299
Addict
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Carl is at Pikes Peak racing....and doing VERY well in the hot 928. That's a tough race and the 4WD high horsepower rigs seem to have a little edge. The road is a mix of pavement, gravel, dirt.
Carl's equipment works because he uses it himself....hard. They had some rain that slowed things up so I don't know the final ranking since the last tme I checked.
H2
Carl's equipment works because he uses it himself....hard. They had some rain that slowed things up so I don't know the final ranking since the last tme I checked.
H2
#300
Rainman
Rennlist Member
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just so you guys know - theres a typo on the kit page.
Dyno-proven Results: This Supercharger kit installed on a 1994 Porsche® 968 with manual transmission (photos below) produced 254 HP at the tire and 292 HP at the engine, up from the stock numbers of 187 HP at the tire and 189 HP at the engine. A gain of 67 HP! We did this at less than 5 pounds of boost for a nice, safe installation with no need to change head gaskets.
Dyno-proven Results: This Supercharger kit installed on a 1994 Porsche® 968 with manual transmission (photos below) produced 254 HP at the tire and 292 HP at the engine, up from the stock numbers of 187 HP at the tire and 189 HP at the engine. A gain of 67 HP! We did this at less than 5 pounds of boost for a nice, safe installation with no need to change head gaskets.