josephsc

Looking good -- I'm anxiously waiting to see the installation instruction to see what modification would be needed for use on an "S3".

Carl Fausett

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.

jthomson

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

Carl Fausett

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)

mattipuh

Any details how does your flywheel differ from the RsBarn or Lindsey racing flywheel?

Any weight details for different flywheel options, espec. gt2 is interesting.

Thanks for your effort for the community!!

FRporscheman

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

Rogue_Ant

???
Why do you think the 968 clutch setup is better then the 951?


-Rogue

richard glickel

Well, for one thing, ease of service. 3 hrs to change the 968 clutch vs. 13.5 hrs to replace the 951/944 clutch.

Duke

Haha good one. But seriously though, the 968 wasn't a replacement for the 944 Turbo so to claim that it's > 951 isn't quite right.

richard glickel

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.

Duke

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.

Kit_Chris

If you can change a 951 clutch in 13.5hrs, you know things I don't. And by the way, it's not the 951 clutch design itself that makes changing it so time-consuming, it's the exhaust/crossover/wastegate/etc that needs to be removed to take the bell housing off.

Regards,
Chris

Rogue_Ant

Time of service /= capability...

Clutches are rated by torque rating. The 951 > 968.


-Rogue

H2

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

V2Rocket

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.