Patrick's 1986 944 Turbo by 333pg333

9 minute(s) of a 137 minute read

Another thing we didn't count on was the header position being different. Same cylinder location therefore same exhaust port location right...wrong. Ports on 16v head are about an 30mm further rearwards than the 8v. We looked at how we could convert the existing 4-1 headers but it was going to be too difficult and retain the bungs for the EGTs. (Also fitted the Motec E888 Thermocouple kit which I'm really pleased about. We can now run much more accurate individual cylinder tuning) So new headers here we come. Just another delay and cost to finishing this build but the advantage is that these are now much more equal length than the last...so that's a good thing. Also to note, we had some flanges made up to fit the head and of course 3 fit perfectly, however the flange on # 4 is different. Didn't realise this either.

Apart from that there has been the relocating of the oil pump which resulted in a new bracket being made and a few other little teething issues which can be expected with so many custom parts. We're progressively moving through the list. Motor should be installed early next week and then we start on a new intake. Also the water pump is pretty big. Just need to find somewhere to mount it.

10-7-2016

This just in. 

10-8-2016

In the last two motors we had the steering shaft actually touching the headers and that is with the motor 'shifted' to the left on the mounts to make extra room. With the new headers Paul was careful to allow more room and we've gained about 1/2 an inch. Doesn't sound much but it's not rubbing!

The intake cam wheel also pushes through the hood line so we'll make up something to allow it to work.

1-14-2017

Small update. So with the motor having been in the car for some months now and no work going on we will slowly be moving forwards again. Have decided to do the whole EFR twin scroll turbo change. Going with the 9180 t4 ext w/gate model. I also bought one of Rod's spare housings (1.05) as he uses the 1.45. Being that our cars are in different classes and he has paddle shift SQ box vs our stock syncro, I decided to try the 'small' housing to get a little more response out of it. Rod suggested it wasn't a huge difference but it's a starting point for us. Along with that will be the twin X over pipes and gates. Plus a new turbo back exhaust. Ours is 3" and I wanted to go to 3.5" or 4" depending on space.

The water pump has been mounted. Not too many spaces for this but it looks like running low down off the radiator will work nicely.

We're also upgrading to a new ECU / and Dash. Another member bought our old ECU and other parts which has helped in offsetting some of the costs.

We're also working with a local manufacturer of high end intakes and may be employing one of his 'creations'. http://www.customplenums.com/
More of that later with any luck.

As you can imagine, we're very keen to finally get this motor finished and tuned.

Am going to have a few things to sell soon. Not the least being the 2.5 racemotor. This is a high end build with all the 'right' pieces on it and saw over 520whp on the dyno. It can be supplied with a custom intake, 4-1 headers, modified X over, GTX3582 turbo with any of the 3 housings. Full 3" s/s exhaust, billet dry sump pump mount and oil pump.

I also have the head/cam/intake from the 3.1lt 8v motor available. This has all the good stuff on it too. Saw just under 250cfm with big valves/cam. One the 3.1ltr motor we saw over 550whp. Can also be supplied with some of the options from the 2.5lt racemotor.

Probably a few other things I have forgotten. Anyone with genuine inquiries can P.M. me for details and possible pricing.

2-20-2017

A minor update. The new turbo went in and we found that the comp housing is quite a bit taller so we've lost 2cms in underhood space which means the intake is going to be very close to it. New intake is probably still a month away in his queue.

New twin 2-1 w/ twin X-overs and turbo back exhaust starting this week.

Smiley!

3-3-2017

So the new 2-1 (x2) headers are on the motor with double bungs for EGTs and Lambda. A ton of work has gone into them to make everything fit and also allow for max expansion. So far there's 7 slip joints on the system. Bit more work to go and then off to be coated. Much more time con$uming than I'd imagined. It's almost like running two 2 cylinder motors. Obviously quite a different motor to Shawn's latest build but promising numbers / curves for that give me hopes for this one.

Thanks guys. Few more bits and pieces to do and then finish the exhaust. We bought a new radiator too for a bit of preventative maintenance so that's going in shortly. Then a bit more wiring to run the new ECU / Dash. Then just wait for the intake. We're in a queue for that. Probably still 4-6 weeks away on that as his multi axis router was down for 4 weeks waiting on parts itself.

3-7-2017

Wastegates now tied in.

3-8-2017

Last pics before they got pulled down and off to the coaters.

Spencer...you're so right.

3-8-2017

We didn't go to the 'length' you did on the headers Gustaf...sorry, pun intended. :-) It was more down to packaging and making things work with each other. Without CAD and CFD we're largely guessing and dealing with the constraints of the engine bay. In all hindsight now I might not have gone down this turbo and all the plumbing required's path but we're here now. Have a few more things to attend to while we wait for the intake, which in itself was a spur of the moment choice. I'm not expecting a 'perfect' motor but will be satisfied with pretty good. Much time and money was put into trying to make it last as much as extracting ultimate numbers from.

Some basic specs of the motor:

Engine 4 Cyl in line 4
Engine displacement3240.30cc
Bore104.75mm
Stroke94.00mm
Max RPM 8800 RPM

BlockClosed Deck
Deck Ht229.997mm
GirdleFully doweled

Crankshaftstock offset ground for added stroke
Stroke94.00mm
Main journal dia70.00mm
Rod journal dia48.00mm

Connecting RodCarrillo H Beam
BE bore51.00mm
SE bore21.00mm
CCL152.00mm
Bolts3/8” Carr

PistonCP Forged X102
Piston gauge dia 104.673mm
Comp Ht30.886mm

Cylinder Head968 ported
Valves4/Cyl
Chamber vol37.20cc
CR8.78:1.0
Intake Valve dia41.00mm
Exhaust valve dia35.0mm
Gasket5 layer Cometic
Sealing Garlock
Torque
1st stage20 ft/lbs in factory seqwait 15 mins
2nd stagein reverse order loosen + 25ft/lbs wait 15 mins
3rd stage90° wait 30 mins
4th stage110°
Intake Camshaft
Seat duration285° @ 0.014”
0.050” duration253.5°
Gross lift0.502”
Hot lash0.014”
Net Valve lift0.488”
Cold lash0.011”
CL114° ATDC
Final assy114.50°
Exhaust Camshaft
Seat duration276° @ 0.014”
0.050” duration235.6°
Gross lift0.443”
Hot lash0.014”
Net Valve lift0.429”
Cold lash0.011”
CL113° BTDC
Final assy113°
Cam FollowersSolid 35.00mm with lash cap
Pad style0.112” thickness