Is the 944 s2 3.0L engine better than 2,5L?
Discussion
EMC007 said:
I am planning a high hp 944 project , why does people making the 2,5L 944 as much as 500hp but, no turbo mod to 3.0L S2 engine?
There are big differences between the 2.5 8v turbo engine and the 3.0 16v S2 engine. Early turbos (220's) had forged pistons from the factory and special conrods (can't remember the details). Made for a very strong bottom end and is the one that many of the big-power cars start with. Later turbos (250's) had a more average bottom end but made more power due to the bigger turbocharger. All S2's were pretty much the same engine-wise, and the same as the 968's (although the 968's had variable valve timing in the head, for what it's worth - i.e. not that much). The very rare 968 Turbo S (and ultra-rare 968 Turbo RS) put a blower on that head but that's tiny-numbers cars. (Perhaps 14 of the first and 8 of the second?)
How deep are your pockets? What are you trying to achieve? I always thought that if I was to build a real-world usable turbo 944 for sensible money then I'd use a 3.0 bottom end and a turbo head. A bit of fabbing would be needed to make it all work but you'd have very solid mid-range torque and precious little turbo lag. Hartech built one for a giggle and it was meant to be quite impressive. Google is your friend if you want to find out more.
2Btoo said:
There are big differences between the 2.5 8v turbo engine and the 3.0 16v S2 engine. Early turbos (220's) had forged pistons from the factory and special conrods (can't remember the details). Made for a very strong bottom end and is the one that many of the big-power cars start with. Later turbos (250's) had a more average bottom end but made more power due to the bigger turbocharger.
All S2's were pretty much the same engine-wise, and the same as the 968's (although the 968's had variable valve timing in the head, for what it's worth - i.e. not that much). The very rare 968 Turbo S (and ultra-rare 968 Turbo RS) put a blower on that head but that's tiny-numbers cars. (Perhaps 14 of the first and 8 of the second?)
How deep are your pockets? What are you trying to achieve? I always thought that if I was to build a real-world usable turbo 944 for sensible money then I'd use a 3.0 bottom end and a turbo head. A bit of fabbing would be needed to make it all work but you'd have very solid mid-range torque and precious little turbo lag. Hartech built one for a giggle and it was meant to be quite impressive. Google is your friend if you want to find out more.
Thank you for your time All S2's were pretty much the same engine-wise, and the same as the 968's (although the 968's had variable valve timing in the head, for what it's worth - i.e. not that much). The very rare 968 Turbo S (and ultra-rare 968 Turbo RS) put a blower on that head but that's tiny-numbers cars. (Perhaps 14 of the first and 8 of the second?)
How deep are your pockets? What are you trying to achieve? I always thought that if I was to build a real-world usable turbo 944 for sensible money then I'd use a 3.0 bottom end and a turbo head. A bit of fabbing would be needed to make it all work but you'd have very solid mid-range torque and precious little turbo lag. Hartech built one for a giggle and it was meant to be quite impressive. Google is your friend if you want to find out more.
EMC007 said:
2Btoo said:
There are big differences between the 2.5 8v turbo engine and the 3.0 16v S2 engine. Early turbos (220's) had forged pistons from the factory and special conrods (can't remember the details). Made for a very strong bottom end and is the one that many of the big-power cars start with. Later turbos (250's) had a more average bottom end but made more power due to the bigger turbocharger.
All S2's were pretty much the same engine-wise, and the same as the 968's (although the 968's had variable valve timing in the head, for what it's worth - i.e. not that much). The very rare 968 Turbo S (and ultra-rare 968 Turbo RS) put a blower on that head but that's tiny-numbers cars. (Perhaps 14 of the first and 8 of the second?)
How deep are your pockets? What are you trying to achieve? I always thought that if I was to build a real-world usable turbo 944 for sensible money then I'd use a 3.0 bottom end and a turbo head. A bit of fabbing would be needed to make it all work but you'd have very solid mid-range torque and precious little turbo lag. Hartech built one for a giggle and it was meant to be quite impressive. Google is your friend if you want to find out more.
Thank you for your time All S2's were pretty much the same engine-wise, and the same as the 968's (although the 968's had variable valve timing in the head, for what it's worth - i.e. not that much). The very rare 968 Turbo S (and ultra-rare 968 Turbo RS) put a blower on that head but that's tiny-numbers cars. (Perhaps 14 of the first and 8 of the second?)
How deep are your pockets? What are you trying to achieve? I always thought that if I was to build a real-world usable turbo 944 for sensible money then I'd use a 3.0 bottom end and a turbo head. A bit of fabbing would be needed to make it all work but you'd have very solid mid-range torque and precious little turbo lag. Hartech built one for a giggle and it was meant to be quite impressive. Google is your friend if you want to find out more.
There used to be a website for 944's that had lots of info about the Hartec 3.0 turbo (I have forgotten now what that site was called its a long time since I had my 944 turbo's - fantastic cars with a bit more boost added!).
porsche tipec . net
porsche tipec . net
Edited by rallycross on Saturday 28th March 09:17
I recommend you take this enquiry to the Front-Engined Porsche thread. There are plenty of 944 turbo enthusiasts there who follow US-developments with this model.
TIPEC & Rennlist are also fertile 944 turbo tuning boards.
Make no mistake - tuning the 944 turbo for serious power is an expensive exercise if done properly.
It's the old adage: Fast, Reliable, Cheap - choose any two!
TIPEC & Rennlist are also fertile 944 turbo tuning boards.
Make no mistake - tuning the 944 turbo for serious power is an expensive exercise if done properly.
It's the old adage: Fast, Reliable, Cheap - choose any two!
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