Hah!! That's funny :)

I think Craig listed "the rest" in his signature...

3.5 twin plug Ca. smog legal. 380 crank h.p. @ .9 boost

3.5 Mahle 7:1
SC cams
ARP head & rod bolts
twin plug heads
Bosch 12 plug distributor
stock CIS & wur
K27 & 46mm Tial w/g
DP i/c
SSI's
DP muffler
Max. power @ 5500 rpm, max torque @ 4000 rpm
A/F is 11-12:1 throughout rev range. I have a Brian L. wur I haven't installed.

'79 930/DP935
'75 Carrera RS look race car
'73 S coupe
'68 VW Crewcab w/3.2, 46mm webers, HPV1, 5 sp, & more.

400 rwhp.

Kokeln intercooler
GHL headers
Zork tube
K27HFS turbo
MSD 6AL
Tial WG with 1 bar spring
Ported heads (for future 3.2 intake and EFI)
IA fuel head
964 cams (although I now wonder if I got the correct grind from EBS)
ARP rod bolts and headstuds
BMC air filter (just had it, so who knows what it added or subtracted)

433 RWHP
K27HF
iA head mod
Mahle 3.4
Extensive head work
Matched cams to the head work
BB headers
HPX twin plug
1 bar tial
ARP Head studs
ARP rod bolts
Power flow
Magnacore wires
C2 intercooler
Adjustable WUR

379 RWHP at .8 bar "Mustang Dyno" little to no intercooler effect on dyno.


3.3 Stock bottom end
930 stock heads with intake port enlarged to 38mm
964 cams (not confirmed)
3.2 intake manifold
Powerhaus scrap headers
Turbonetics 62-1,V, .87A/R
SDS fuel and twin plug spark management
Straight through muffler
Big grin after driving it

dont have #s on my motor yet but can give specs
3.3 ltr. bumped to 8 to 1 comp. O-ringed cmw stage 3 heads, 964 cams, arp stuff, 3.2 intake, bell intercooler huge enough to heat up big breakfast on chilly track day mornings, 934/935 single turbo headers, t-36 with mid size exhaust housing, tec 3r, tial w/gate, plan on .8-.9 bar hoping for 500 rwhp
trying to make car as light as possible (82 euro 930 with f/glass everything)
should be quicker than the 318ti I have been tracking the last several years
I do have some #s on my friends car
early 76 930 bumped to 3.2 liters, 3.2 intake, big intercooler, 993 n/a headers with twin garrets, this is run by an early tec-2 programmed without a wideband
on the dyno several years ago it made 504 at the wheels when the clutch let go (looked like it was headed for 550+) with lots of trq.
I believe this run was made at 1.1 or 1.2 bar
his car has a re-geared g50 in it that he feels is worth many horses
-and yes it goes sideways very nicely

I have a very similar build as you - the wur and the IA fuel head. I have the European one and an older crank fires system. I got about 355-360 at ehe wheel. Wow, can the fuel head make that much difference?

BTW, are we talking pump gas here. Err, wouldn't make much difference.

And very much like my setup - which has 430-438 RWHP on a Dynojet.

Fuel head will not.
It simply makes the AFRs safer and *in general* does not contribute directly to a power increase -
--------
Friend also with an '82 has stock internals and stock ignition - before the K27 HFS turbo (and fuel head for safety) he was at 360+- hp.

Judging by our last track day together, I highly suspect he is now at 400+

Pump gas of course we would like to hear what people are doing on race gas, just that it be noted as such.

Also, keep in mind, my "numbers" were prefaced with a discalimer - I have not been on the dyno. Who knows where it will play out. 390 seemed like a decent estimate. I have certainly put some things in place to hopefully keep the engine safe. My fuel head flows a ton of juice. And the MAP sensor on my Electromotive ECU really works to retard my timing as the boost and RPMs climb. Also, only running .8 bar spring in the Tial. One day we'll see...

125Shifter-

David, I think your numbers look good. You have the bigger pistons, cams and compression bump and essentially the 3.2 intake matched set up. With a modded CIS, I think you would only be at about 430-440 rwhp at best, so in my non-expert opinion, you are where you should be with a proper EFi!

Isn't your car pretty darn fast as is? Just wondering why you want to go to a bigger throttle body. I would think you are cooking the hide off your rear tires right now! LOL.

http://www.parkplaceltd.com/vehicle.aspx?s=blank&year=1991&make=Porsche&model9 11%20Turbo%20-%20739hp&inv=304&vin=WP0AA2964MS480221&pos=45&curr ent=1&size=50

What the ultimate EFI engine can do - a Holcombe build.

http://www.autobase.com/photos/large/02932055t.jpg

It isn't 739 at the wheels as the ad says, but still.......YIPES, it is a quick car.
I checked it over in person, just down the street.

I'm very happy with the power now, so any changes are in the distant future. As for the tires, I put 315/35-17 BFG KD's on it. It'll light em up in 1st when the boost comes on, but nothing in second. I should be happy with that, but I guess the redneck in me want's to say it'll lay a second gear scratch :D.

433 RWHP
K27HF
iA head mod
Mahle 3.4
Extensive head work
Matched cams to the head work
BB headers
HPX twin plug
1 bar tial
ARP Head studs
ARP rod bolts
Power flow
Magnacore wires
C2 intercooler
Adjustable WUR
__________________
Stephen
07 997TT
76 911S Targa
87 930 Cab

Stehpan what did that yellow car you built years ago put out? Wasn't it 650 or so?

What we need is for VZ935 to post the dyno results of one of his monsters on here! Talk about being humbled!

It would be difficult to gets past 350HP without head work. That is where I think Sandman's will dyno unless porting was done during the twin plug process.

The modified fuel head is not needed until your current fuel head runs out of adjustment and fails to maintain 12.2:1 A/F on boost. That happens somewhere around 375RWHP.

I dynoed 352 RWHP and 330 ftlbs on a DynoDynamic dyno at 13 lbs of boost. I found out that is the same HP as a stock 996TT but less torque on that dyno.

3.0L 930 motor
unknown C/R - stock I think
SC cams
DTA EFI
Full bay intercooler built by me
Shorty headers built by me
K27 turbo
Carrera intake
Matched intake ports done by me

It is nice to see what dyno is used. I think some are more conservative that others.

If asked, I'd say the fuel head is required above .8 bar for sustained use, for all track use with modifications that even moderately increase HP (and added stress on the engine), and any other event which would challenge the AFRs - ie hot weather with one or more of the above conditions.

I think I've mentioned in the past that a friend - with absolutely stock internals; ie everything from stock P&Cs, 7.0 CR, stock 930 heads and manifold - but with cams, B&B headers, muffler, & stock K27 - achieved 360+ RWHP.

Anyone on this forum with a healthy stock 930 engine can achieve above 360 RWHP on a Dynojet Dyno with:

.8 bar
K27 HFS
Headers
Fuel head (RPM switch definitely recommended to delay hog-rich full boost fuel dump until needed)
Possibly an adjustable WUR

It requires reading up on the fuel management and a medium uderstanding of CIS - beyond that, it isn't actually too hard to do -

Does my turbo 3.0 SC count? Power at the wheels on a Dynapack...
@5 PSI 234.6 HP/197.1 ft-lb
@7 PSI 251.1 HP/234.5 ft-lb

Stock 8.5:1 CIS pistons, stock bottom end, stock early SC heads. DC-15 cams, race springs, ARP rod bolts, 993 head studs. IA fuel head, Brian Leask WUR, Rajay turbo (Basically T04B in "V" trim). Stock SC heat exchangers, M&K muffler. Water injection (gaseous intercooler) from Greg at BlowerWorks.net. I can probably tweak it to the 8 PSI range, maybe up to 280 HP or so.

Just got home from Watkins Glen. Major positive difference from the 161 RWHP version of the SC. Runs pig rich on the track with the boost on basically non-stop. Still needs some tweaking for track use, but pretty nice on the street.

And, Craig, those Z06's are some wicked track machines.

Pat