UK's fastest 944 turbo (2007)
Discussion
2007:
2011:
So this is the thread for my 944 turbo. Built primarily by it's previous owner and finished 4 years ago the car topped the 944 power League at the Weltmeister dyno (famous primarily for it's use by Evo magazine as the most consistent dyno to test new cars power figures against the factory specs).
Since then the car has run faultlessly reliably (except two electrical failures both with the MSD ignition unit), which I think goes to show both the quality of the build and the strength of the original engine which remains standard on the original 140k old bottom end (soon to be re-built as a precautionary measure for my peace of mind).
Having bought the car last summer -just in time for the drive down to Le-mans classic- I am now going through the process of restoring/perfecting the car to ensure it lives for the next 20 years. I've so far had the shell striped, cleaned of any rust, re-sprayed and protected inside and out. Next I intend to refresh the bottom end and replace all the seals and finally I will get the front seats re-covered and the carpets replaced.. then I do believe she will be just about perfect (although I'm certain the temptation to continue tuning will eventually overtake me and she'll end up with a more modern BB turbo, perhaps even a 3.0ltr bottom end at some point - way down the line).
Current spec, for those interested in reading, is listed in full below and more details of the Dyno shoot out can be found at http://www.cannell.co.uk/944%20UK%20League.htm
I love driving it and do plenty of miles in it so if you see me around, feel free to give me a wave or stop for a chat. I'm always happy to talk to other piston heads. Otherwise I hope you enjoy reading the rest of the thread
Engine:
K&N Air cone filter, mounted behind n/s headlamp and feeds directly in to the turbocharger through GURU Racing MAP2 intake pipe.
Lindsey Racing Super 75 Turbo (Cold-side Garrett T04E 67mm, Hotside KKK #8) Water cooled. Remote turbo oil filter.
Lindsey Racing stage II Intercooler. Larger bore Custom hard pipes fitted with thermocouples and powder coated. Dump valve is Tial 50mm with #11 spring, piston type, venting to atmosphere.
951 Inlet manifold opened out, blended out and powder coated. Laust vacuum distribution manifold and Purocil pipework. Throttle body is gas flowed, knife edged and has flush screws. Up-rated seals fitted.
Cylinder head is modified by CTM performance to stage IV. Big inlet valves (48 vs. 45mm). Lindsey racing Titanium valve retainers. Inlet ports enlarged, flowed and matched to inlet manifold. Exhaust ports have ceramic liners retained. Valve seats are 5 angle race type with modified inserts. Head gasket is triple layer Cometic MLS
Camshaft is 951 profile re-ground by Piper for increased lift. Tuftrided. Lindsey racing vernier adjustable timing gear.
Fuel injection consists of 72lb/hr injectors, Lindsey Racing billet fuel rail. Lindsey racing remote adjustable fuel pressure regulator. Maren fuel pulse damper and Lindsey Racing up rated fuel pump. Rail mounted fuel pressure gauge. Aeroquip piping.
Exhaust consists 951 manifold, heat wrapped and clamped with EGT (exhaust gas temperature) sensor mounted in #4 header. Tial 46 mm dual port wastegate controlled by a custom designed push-pull sequential air valve system controlled by the Wolf 3D engine management and mappable in 125rpm increments. Hayward & Scott stainless steel exhaust system at front. Hayward and Scott 3" bore stainless section centre and 5" outlet with single silencer box. No Catalytic converter or resonators. Down-pipe has both narrow band sensor in standard location and wide-band sensor mounted after turbocharger. The wideband feeds a PLX-250 wideband converter with both wide-band and narrow-band outputs.
Oil filter is Lindsey Racing billet type with 8 micron filter cartridge. Additional oil filter in turbocharger circuit. Additional remote oil filter kit (KISS) using 13 row motec oil cooler in series with standard 951 oil radiator. Additional oil breather system includes remote and vented catch tank / oil separator mounted in N/S front wing. Vapour purge system has been deleted.
Engine management consists removing standard Bosch DME/KLR system and replacing complete new standalone system from Lindsey Racing. Wolf 3D engine management computer with live mapping, in car mounted control unit / controller. This has a custom camshaft triggering setup and provides fully sequential fuel injection.
Ignition system is unique. The Wolf-3d feeds individual ignition signals to a custom 4-channel version of the J&S Ultra safeguard knock control unit, which provides 10deg individual retard per cylinder based on knock detection. The 4 modified individual signals then feed an MSD DIS-4 4 channel ignition driver that provides up to 20 degrees burn up to 3000 RPM. This drives each coils-on-plug ignition directly. Plugs are NGK B10EGV ultra cold plugs. Resultant spark voltage is measured in excess of 40KV.
The engine bay has been extensively re-piped utilizing Aeroquip steel braided hoses and many custom built Purosil / Motol / Samco silicone hoses and uprated clamps.
Transmission:
951/250 uprated gearbox. LSD. Gearbox oil cooler. Quickshift linkage. 9XX tightening kit. Swepco Gearbox oil.
Suspension:
Porsche 951 M030 full setup. Lindsey racing spherical / Teflon insert castor mounts. Lindsey racing adjustable camber top mounts with spherical bearings. Corner weighted with 1.5 deg negative camber front and rear.
Brakes:
Front 993TT big red callipers & 993 turbo 322x32mm x-drilled discs. Rear M030 4 pot callipers and 968 x-drilled discs. Braided brake hoses. Castrol SRF fluid. EBC Red Ceramic pads all round.
Wheels:
Porsche 2002 Carrera 5 spoke (genuine). Front 8.5 x 18". Rear 10 x 18". Pirelli P-Zero Rosso tyres. Front 245/40/ZR18. Rear 285/30/ZR18. 7mm spacers at rear.
Exterior:
Full strip down bare metal re-spray July-September 2010 in original Guards Red. Chassis spray sealed for protection inside and out. Complete replacement fibreglass front wings and inserts fitted. Fibreglass replacement badge panel. ESS Carbon fibre front under tray and splitter. Clear indicators and tinted lights.
Plasma headlamp bulbs 170/160w. Drive/Fog lamps fitted with Xenon Plasma bulbs. Iceshark heavy duty lighting loom. Alternator fitted with adjustable regulator - 0.5v higher voltage.
Interior:
'Flamingeye' LED instrument cluster illumination with Ultra violet enhancement. MOMO steering wheel on removable boss.
Custom 'A' pillar mounted gauges include Intercooler air temperature (in and out), Autometer boost gauge and EGT (exhaust gas temperature) pyrometer.
Centre gauges include Link Electronics air/fuel illuminated gauge fed by wide-band O2 sensor & PLX250 data converter and JBS 10 led knock display.
Blitz Boost Controller SBC-iD II: Sequential boost control & mapping. Dual solenoid controller. Four programmable boost maps. Over-boost warning and limiter. Digital display with boost curve shown graphically. Peak hold display. Data can be recorded and replayed. Three additional inputs that can be scaled and formatted, currently monitoring water temperature, oil pressure and battery voltage.
Blitz Power Meter i-D II: Displays speed and power in digital and graphical form. Peak speed and power hold. Six sets of data can be stored and replayed. Timing for 0-50, 0-100, 1/8, 1/4 and 1 mile plus metric equivalents. Chassis dynamometer with real time digital, graphical and data-logged display.
HKS CAMP: In-car data logger and display module. Uses the 7" display in the Alpine. Can display two virtual analogue meters chosen from speed, revs, fuel (cc/min), injector duty cycle, EGT (exhaust gas temperature), oil temperature, AFR (air/fuel ratio), manifold (boost) pressure and vacuum. All of the above are logged and can be downloaded to laptop serial port or directly from the 1 MB SD-RAM card, which allows about 48 minutes of log data to be accumulated.. Graphical display can plot any parameter against any other, such as RPM / Boost for accurate boost mapping. Digital display mode shows all parameters simultaneously as bars. Rolling chassis power loss calculation and PS power display. Fuel economy display in real-time. Trip logger with five memories and statistical analysis. Alarm modes can be set with user defined trigger conditions.
Porsche symphony speaker package with Alpine M700R 7" LCD / Amp / RDS Radio / Mini-disc / 12 Disc CD Player. Alpine TU-12 TV Tuner. Alpine NV-077P DVD Satellite Navigation. Alpine TMC/RDS traffic interface for the DVD / GPS navigation system.
2011:
So this is the thread for my 944 turbo. Built primarily by it's previous owner and finished 4 years ago the car topped the 944 power League at the Weltmeister dyno (famous primarily for it's use by Evo magazine as the most consistent dyno to test new cars power figures against the factory specs).
Since then the car has run faultlessly reliably (except two electrical failures both with the MSD ignition unit), which I think goes to show both the quality of the build and the strength of the original engine which remains standard on the original 140k old bottom end (soon to be re-built as a precautionary measure for my peace of mind).
Having bought the car last summer -just in time for the drive down to Le-mans classic- I am now going through the process of restoring/perfecting the car to ensure it lives for the next 20 years. I've so far had the shell striped, cleaned of any rust, re-sprayed and protected inside and out. Next I intend to refresh the bottom end and replace all the seals and finally I will get the front seats re-covered and the carpets replaced.. then I do believe she will be just about perfect (although I'm certain the temptation to continue tuning will eventually overtake me and she'll end up with a more modern BB turbo, perhaps even a 3.0ltr bottom end at some point - way down the line).
Current spec, for those interested in reading, is listed in full below and more details of the Dyno shoot out can be found at http://www.cannell.co.uk/944%20UK%20League.htm
I love driving it and do plenty of miles in it so if you see me around, feel free to give me a wave or stop for a chat. I'm always happy to talk to other piston heads. Otherwise I hope you enjoy reading the rest of the thread
Engine:
K&N Air cone filter, mounted behind n/s headlamp and feeds directly in to the turbocharger through GURU Racing MAP2 intake pipe.
Lindsey Racing Super 75 Turbo (Cold-side Garrett T04E 67mm, Hotside KKK #8) Water cooled. Remote turbo oil filter.
Lindsey Racing stage II Intercooler. Larger bore Custom hard pipes fitted with thermocouples and powder coated. Dump valve is Tial 50mm with #11 spring, piston type, venting to atmosphere.
951 Inlet manifold opened out, blended out and powder coated. Laust vacuum distribution manifold and Purocil pipework. Throttle body is gas flowed, knife edged and has flush screws. Up-rated seals fitted.
Cylinder head is modified by CTM performance to stage IV. Big inlet valves (48 vs. 45mm). Lindsey racing Titanium valve retainers. Inlet ports enlarged, flowed and matched to inlet manifold. Exhaust ports have ceramic liners retained. Valve seats are 5 angle race type with modified inserts. Head gasket is triple layer Cometic MLS
Camshaft is 951 profile re-ground by Piper for increased lift. Tuftrided. Lindsey racing vernier adjustable timing gear.
Fuel injection consists of 72lb/hr injectors, Lindsey Racing billet fuel rail. Lindsey racing remote adjustable fuel pressure regulator. Maren fuel pulse damper and Lindsey Racing up rated fuel pump. Rail mounted fuel pressure gauge. Aeroquip piping.
Exhaust consists 951 manifold, heat wrapped and clamped with EGT (exhaust gas temperature) sensor mounted in #4 header. Tial 46 mm dual port wastegate controlled by a custom designed push-pull sequential air valve system controlled by the Wolf 3D engine management and mappable in 125rpm increments. Hayward & Scott stainless steel exhaust system at front. Hayward and Scott 3" bore stainless section centre and 5" outlet with single silencer box. No Catalytic converter or resonators. Down-pipe has both narrow band sensor in standard location and wide-band sensor mounted after turbocharger. The wideband feeds a PLX-250 wideband converter with both wide-band and narrow-band outputs.
Oil filter is Lindsey Racing billet type with 8 micron filter cartridge. Additional oil filter in turbocharger circuit. Additional remote oil filter kit (KISS) using 13 row motec oil cooler in series with standard 951 oil radiator. Additional oil breather system includes remote and vented catch tank / oil separator mounted in N/S front wing. Vapour purge system has been deleted.
Engine management consists removing standard Bosch DME/KLR system and replacing complete new standalone system from Lindsey Racing. Wolf 3D engine management computer with live mapping, in car mounted control unit / controller. This has a custom camshaft triggering setup and provides fully sequential fuel injection.
Ignition system is unique. The Wolf-3d feeds individual ignition signals to a custom 4-channel version of the J&S Ultra safeguard knock control unit, which provides 10deg individual retard per cylinder based on knock detection. The 4 modified individual signals then feed an MSD DIS-4 4 channel ignition driver that provides up to 20 degrees burn up to 3000 RPM. This drives each coils-on-plug ignition directly. Plugs are NGK B10EGV ultra cold plugs. Resultant spark voltage is measured in excess of 40KV.
The engine bay has been extensively re-piped utilizing Aeroquip steel braided hoses and many custom built Purosil / Motol / Samco silicone hoses and uprated clamps.
Transmission:
951/250 uprated gearbox. LSD. Gearbox oil cooler. Quickshift linkage. 9XX tightening kit. Swepco Gearbox oil.
Suspension:
Porsche 951 M030 full setup. Lindsey racing spherical / Teflon insert castor mounts. Lindsey racing adjustable camber top mounts with spherical bearings. Corner weighted with 1.5 deg negative camber front and rear.
Brakes:
Front 993TT big red callipers & 993 turbo 322x32mm x-drilled discs. Rear M030 4 pot callipers and 968 x-drilled discs. Braided brake hoses. Castrol SRF fluid. EBC Red Ceramic pads all round.
Wheels:
Porsche 2002 Carrera 5 spoke (genuine). Front 8.5 x 18". Rear 10 x 18". Pirelli P-Zero Rosso tyres. Front 245/40/ZR18. Rear 285/30/ZR18. 7mm spacers at rear.
Exterior:
Full strip down bare metal re-spray July-September 2010 in original Guards Red. Chassis spray sealed for protection inside and out. Complete replacement fibreglass front wings and inserts fitted. Fibreglass replacement badge panel. ESS Carbon fibre front under tray and splitter. Clear indicators and tinted lights.
Plasma headlamp bulbs 170/160w. Drive/Fog lamps fitted with Xenon Plasma bulbs. Iceshark heavy duty lighting loom. Alternator fitted with adjustable regulator - 0.5v higher voltage.
Interior:
'Flamingeye' LED instrument cluster illumination with Ultra violet enhancement. MOMO steering wheel on removable boss.
Custom 'A' pillar mounted gauges include Intercooler air temperature (in and out), Autometer boost gauge and EGT (exhaust gas temperature) pyrometer.
Centre gauges include Link Electronics air/fuel illuminated gauge fed by wide-band O2 sensor & PLX250 data converter and JBS 10 led knock display.
Blitz Boost Controller SBC-iD II: Sequential boost control & mapping. Dual solenoid controller. Four programmable boost maps. Over-boost warning and limiter. Digital display with boost curve shown graphically. Peak hold display. Data can be recorded and replayed. Three additional inputs that can be scaled and formatted, currently monitoring water temperature, oil pressure and battery voltage.
Blitz Power Meter i-D II: Displays speed and power in digital and graphical form. Peak speed and power hold. Six sets of data can be stored and replayed. Timing for 0-50, 0-100, 1/8, 1/4 and 1 mile plus metric equivalents. Chassis dynamometer with real time digital, graphical and data-logged display.
HKS CAMP: In-car data logger and display module. Uses the 7" display in the Alpine. Can display two virtual analogue meters chosen from speed, revs, fuel (cc/min), injector duty cycle, EGT (exhaust gas temperature), oil temperature, AFR (air/fuel ratio), manifold (boost) pressure and vacuum. All of the above are logged and can be downloaded to laptop serial port or directly from the 1 MB SD-RAM card, which allows about 48 minutes of log data to be accumulated.. Graphical display can plot any parameter against any other, such as RPM / Boost for accurate boost mapping. Digital display mode shows all parameters simultaneously as bars. Rolling chassis power loss calculation and PS power display. Fuel economy display in real-time. Trip logger with five memories and statistical analysis. Alarm modes can be set with user defined trigger conditions.
Porsche symphony speaker package with Alpine M700R 7" LCD / Amp / RDS Radio / Mini-disc / 12 Disc CD Player. Alpine TU-12 TV Tuner. Alpine NV-077P DVD Satellite Navigation. Alpine TMC/RDS traffic interface for the DVD / GPS navigation system.
Edited by Niffty951 on Tuesday 17th May 15:29
wackojacko said:
Wow looks sensational ..... Probably goes and sounds even better !
944 On roadThe sound didn't come out too well, you can't even hear the less than subtle sound of the Tial 'venting to atmosphere' with it's chirping and fluttering but it gives a good demonstration of the throttle response and usable length of the powerband with the gearing for overtaking.
p.s. yes I will be at Le mans next year. Will get tickets through 1st tickets again so will be on one of their available campsites.
Edited by Niffty951 on Wednesday 23 March 17:26
Great cars the old 944 (951) turbo, my last one was a turbo SE with some upgrades to try and get it closer to 290 bhp/290 lb ft and it was a very capable car - this one must fly with 400 bhp.
A good 944 turbo is a superb machine when the power is raised up a bit from standard - they will keep up with all sorts of modern stuff.
A good 944 turbo is a superb machine when the power is raised up a bit from standard - they will keep up with all sorts of modern stuff.
Great car!
What's the wheel arch & spring clearance like at the rear with 295s? Did you have to roll the wheel arch lip? I assume you're using an ET65 rear offset?
My own 951 project is a work in progress - I have all the chassis parts & the dry sump kit but other priorities are forcing a postponement.
I love the work that Dave Mcgrath of Custom Engineered Performance (CEP)is doing with these cars.
It seems that 951 tuning is very limited in the UK but the car has a cult following among tuners Stateside.
What's the wheel arch & spring clearance like at the rear with 295s? Did you have to roll the wheel arch lip? I assume you're using an ET65 rear offset?
My own 951 project is a work in progress - I have all the chassis parts & the dry sump kit but other priorities are forcing a postponement.
I love the work that Dave Mcgrath of Custom Engineered Performance (CEP)is doing with these cars.
It seems that 951 tuning is very limited in the UK but the car has a cult following among tuners Stateside.
Penguinracer said:
Great car!
What's the wheel arch & spring clearance like at the rear with 295s? Did you have to roll the wheel arch lip? I assume you're using an ET65 rear offset?
My own 951 project is a work in progress - I have all the chassis parts & the dry sump kit but other priorities are forcing a postponement.
I love the work that Dave Mcgrath of Custom Engineered Performance (CEP)is doing with these cars.
It seems that 951 tuning is very limited in the UK but the car has a cult following among tuners Stateside.
Fortunately the wheel arches on the later cars came rolled from the factory. I didn't choose these wheels myself, they came with the car but I'm pretty sure the 65mm offset you mention is correct. I've read 10" is the maximum you can go on the later cars, 10.5" on the early offset. My wheels have 7mm spacers but I'm not sure if that was for spring clearance or visual/handling reasons. I can at least tell you for sure that they don't rub. I couldn't have cornered any harder than I did on those hot and sticky french tarmac sliproads last summer and there was no hint of rubbing so the clearence must work ok.What's the wheel arch & spring clearance like at the rear with 295s? Did you have to roll the wheel arch lip? I assume you're using an ET65 rear offset?
My own 951 project is a work in progress - I have all the chassis parts & the dry sump kit but other priorities are forcing a postponement.
I love the work that Dave Mcgrath of Custom Engineered Performance (CEP)is doing with these cars.
It seems that 951 tuning is very limited in the UK but the car has a cult following among tuners Stateside.
Dry sump! I didn't know anyone had produced a kit for that on the 944. I like their work with the light weight alternator conversion too. Let me know if you have any unanswered questions on your 944 project. I've been involved in a few big power 944 projects before I bought this one 'pre made' so I'm pretty familiar and if I don't know an answer I can almost certainly point you in the direction of someone who will.
There are some good UK tuners out there (although its wise to tread carefully). RPM have done some fabulous work with handling, Hartech know a thing or two about the mechanical bits and gearboxes, Jon Mitchel of 9xx does some great short shift kits, exhaust parts and other more. Simon at SPS is the man to speak to about turbos and Serdi in London do fabulous work in restoring scored bores to a factory new like quality, which is something I've found not everyone can do well.
Edited by Niffty951 on Wednesday 23 March 18:05
Gassing Station | Readers' Cars | Top of Page | What's New | My Stuff