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Regarding both the 5.0, 6.5, and 944 HP comments, I'm thinking HP/ cubic inch, 6.5L get 30% more for cubes, and 944 gets half as much for half the cubes, so 928 should be able to do about double the 944 HP.
A lot of 944's are raced, nearly as many as 911's, my guess is that they are the cheapest track car to build and race, which may be a big part of it. The other part of popularity I am again guessing is how close the cars are to each other in race trim, which makes breaking rules maybe easier to detect. OTOH if you don't win the rules aren't so sticky, but for a serious competitor there are so many classes, just pick the level you want to compete at. All that leads me to think if the rules say 45mm max intake valves, that most of the head work will use that max, and for a 928 we don't need to.
On the 928 I'd say approximately nobody is racing 16v with more than ported Euro heads. Greg Gray in Oz may be the only person in the world actively pushing the envelope for heads on the 16v.
R&D is not only expensive, but you need to be willing to put in serious money and not cry about it when it doesn't work. Greg Brown's stroker motor currently owns the 928 performance world, they work, work well, seem reliable, so people have to have a real woody for different to even try anything else.
******************************* Flow stuff
I don't think it would hard at all to measure the flow through all the intake parts, but its even easier to use a pressure probe on a running engine and measure the pressure drop vs flow. People have done it, measured pressure drop through the filter box, MAF, U, throttle, and down the intake runners. Most of it behaves in predictable pipe law ways.
Sometime I think the easiest way to think of the 928 world is to look at state of the art in hot rod Ford and Chevy motors, and subtract for what we can't practically do that they do.
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