I will get his contact number in my office and post it up.

Did one for me. He does quality work!

Sent from my MB855 using Tapatalk 2

I know it's an old post but..

Stock 3.3 motor
Carrera intake (with custom adapters to 3.3 heads)
S262 bullseye turbo
B&B headers
Full bay intercooler
MS2 EFI
E85 fuel
KEP PP & kevlar disc

450rwhp @ 17psi @ 5900
435rwtq

Drmatera, those are fantastic numbers. I hope I'll be able to copy that setup some day.

Lincoln. I want one of his gauges as well. Which one did you get? Can you forward his contact info to me. Thanks. Tate

EFI is the key to extracting power from these motors. It's too risky playing with the very limited CIS and stock dizzy. For a moment I considered a few more PSI to reach 500rwhp but I decided against it.

oh well

3.3 motor
pancake manifold opened to 38mm
extreme cylinder heads
garrett gt 35 turbo
bell full bay i/c
mode headers
ms2 efi
e-85 fuel
kep pp and disk
490 rwhp @6300 @14.5 lbs 486 rwtq

carrera manifold next week!!!!

no dyno, but its a torque monster!
 

3.4, 8:1, Carrera heads by Xtreme, large valves, P&P. Carrera manifold, SDS EFI, Meth Injection, twin plug, GT35R, 1.75 GHL headers, B&B muffler dual out, Carrillo Rods, ARP studs/bolts, Kep stage 1, SC cams. any guesses? Philip

As an SDS fellow I'd like to see some pics and maybe share your maps with me, would share mine too;)

http://forums.pelicanparts.com/911-930-turbo-super-charging-forum/580883-another-efi-conversion.html

Comparing Granny Smith to Red apples but:

- Carrera 3.2 with 3.4L, 7.5:1 CR P&C's
- 1-bar 60-1 with 0.81 A/R turbine using 1 5/8" headers
- All stock low-end (minus pistons), cams, intake, TB
- Full bay IC
- 55 lb injectors w/twin -044 pumps
- 431-447whp on Motronic/Protomotive chip
- MegaSquirt whp TBD

Hmmm that's good to know! I didn't think you could touch 400rwhp using the CIS. I think my next upgrade is a better and bigger intercooler. What is the best bang for the buck there?

My car has a guesstimated 340-350 rwhp. I am nervous about running that 1 bar spring.... I usually don't push my luck with the throttle pinned too long http://forums.pelicanparts.com/suppo...s/visslaan.gif

There was a nice 930 on the dyno next door with plenty of upgrades and a GT35 turbo. They managed 425rwhp but the a/f was climbing towards the 13's so he stopped there. Actually locked it down in the 400rwhp range to be safe

Same here from a '82 Euro.
Had to drop boost back to 0.8bar and limit him to 5,200rpm until he could fix the lack of fuel up to. Still did just shy of 400whp with typical bolt-ons + SC cams.

Interesting thread!


I have half of my mods completed:

1986 930 with a Stock 3.3 Motor/stock IC/Stock CIS/RUF VB .9 BAR Boost

My Mods:

K-27 HFS Turbo
B&B Headers
B&B Exhaust
Total Parts and Labor for that upgrade = $4927.92

Future Mods:
RUF IC
Adj WUR/ RPM Solenoid

I have not been able to get it dyno'd yet. What would I expect to have for HP & Torque?

You should have ~350WHP with that combo.

Open up the internals of the B&B muffler from 2.5" to 3" and remove all the baffles and everything but the 1" of stainless steel packing from the inside and you'll get around another 10-15 horsepower.. and it'll sound better with some nice turbo whistle added in without getting much louder.

SC or 964 cams would help too.

Fabspeed IC, headers, single outlet muffler, Tial 46mm .8 spring, K27/29, Patrick MS LWFW and clutch. Leask WUR, MSD 6al programmable, 350 rwhp, 360 rwtq. Lambda is .90 at 6400 rpm 12.7 AFR. Thinking about the fuel head mod.

http://forums.pelicanparts.com/uploa...1385331846.jpg

I have no idea...they don't have any dynos anywhere near here out in the sticks. I'm guessing 370 tops at 1.0 bar. But this morning, I think it was closer to 450 with the 28 degree air!

I was told that the dyno at the speed shop which is a Dynapack was nicknamed "the hearbreaker" because it reads low. It read 393 rwhp on a Mustang dyno several weeks before with a 1 bar spring. It actually was boosting 1.1 because of the unrestricted exhaust. Too much boost and advance (look at the torque!) for the fuel flow.

http://forums.pelicanparts.com/uploa...1385334853.jpg

The dynapack connects directly to your wheel hub with a load, so the numbers are pretty spot on or somewhat conservative; at least that's what I'm told. I think the biggest concern is how fast the boost comes on (psi), the fuel has trouble catching up when it hits that hard and fast. The MSD programmable made a world of difference, we couldn't retard the advance enough until we installed that. The acceleration is very smooth, almost linear and most importantly safe.

i took a little different route to get more power. i replaced the 3.4 liter modified turbo motor in my '78 930 with a mast motorsports drive by wire ls7 motor. the car has no frills and weighs in at a bit less than 2300 pounds. http://forums.pelicanparts.com/uploa...1385343279.jpg

Approx. 385-390whp is to be expected with those engine specs.


Not for the purist, but you just can't throw rocks at those number! Nice results!

Yea, we figured around 380 or so if you take the Mustang results and the Dynapack results, combine the two and allow for the reduction in PSI. I might be talking to you about an EFI conversion this spring...............

Any time, we'd be happy to work with you on it, get you the next 60hp/100ft.lb. or more. :-)

Currently going together:

• 98mm 8.5:1 JEs, ceramic coated
• Stock ports
• Twin plugged heads and dizzy
• Leask WUR
• Euro ('79) fuel head
• Euro heat exchangers
• K27-7006
• Zork Tube
• Andial Intercooler
• DC15 (Sport SC) cams

Any guesses on where this ends up power wise?

3.3 litre
Flowed case
7.5-1 Cr
2.5 race cams
High butterfly ITB's
Well massaged heads
96 lb injectors
TEC3-R engine management
935 headers
Twin 54mm custom built turbos
23 lbs boost
water-methanol injection
Aluminum rods
Horsepower- you get the idea!

[QUOTE=kenikh;8232427]

• 98mm 8.5:1 JEs, ceramic coated
  

8.5:1 CR on CIS seems pretty aggressive. Normally the territory of EFI builds IME. What boost level are you planning to run?

[QUOTE=jwasbury;8232999] .8 BAR for the time being. Cams will help since off idle dynamic compression is lower than sc and stock cams. Twin plugs are there to help, as well. This is a known configuration that has successfully run 1 BAR with perfect AFRs.

Why all the compression and SC cams but stock 32mm intake ports?

Rationale was to maintain intake port velocity for off the line torque. Heads are still at Ollie's - I can still tell them to open them up.

From your post, it sounds like you are recommending that I should.

I would if it was my car.

I know there is the rationale that small ports = higher port velocities, and thus better low speed drivability, and if you choose follow this, no problem. You're entitled to your opinion.

My $0.02:
I used to adhere to this as well. If Ruf and Andial did 36mm ports, then that has to be best, right?
But the more we ported heads, the better and better the cars got. More punch. More torque. More HP. More drivable.
Now 36mm is our minimum size (most you can bore stock plastic injector blocks) and most of our CIS engines are 38-40mm (40mm is ID of stock CIS gasket).

Heck, when SC and Carrera heads were plentiful, a lot of builders used to slap them on 3.3L Turbo engines. A 3.3L with 41.5mm 3.2L heads is by no means a lazy engine off the line.

I defer to your expertise. I'll call Ollies and tell them to add porting to the bill. Question then becomes: What's a set of aluminum injector blocks from TurboKraft run if I go with >36mm ports? Do you port the exhausts to the same spec?

I opened up my intake ports to 40mm to match them to the 40mm aluminum CIS injector blocks I have. Also opened up the holes in the flat manifold to 40mm and smoothed out the internal edges around them leading into the inside of the manifold best I could.
There's no flat spots or shortage of off the line and around town torque below 3000 rpm, none at all!
Try it you'll like it:)

CIS Injector Blocks = $495 with insulators, gaskets, injector sealing rings. Any bore size you want, straight or tapered.

If you have a gasket set, you'll only need the blocks & insulators, $470.

Exhaust ports -- I'd open them, too.
At some point you're limited to the ID of your exhaust manifolds. What is the OD of your manifolds' primary pipes?

Factory Euro HEs

I would!

Exhaust port specs given euro HEs? 38mm or ?

You guys let the tempest out of the teapot, so I need some input. Machine shop has the heads ready to go onto the porting bench.

I know no one wants to be on the hook for me making a decision, but unless someone has a reason to go another direction, I am leaning to 38I/38E, given I am currently running Euro HEs.

Again - input appreciated and I promise I'll post a dyno pull once all is said and done to repent for diverting this thread. :)

My car is a Carrera and has far more low end torque than a friends 965 with CIS.

I can even chirp the tires now (new 285's) by popping the throttle in first at idle speeds with my G50. I made a recent change to my EFI and discovered this.

It's really torquey, and I think Carrera are 41mm ports??

Another words, do it!! :)

https://www.youtube.com/watch?v=3W9nPlRqNo8

I have heard that anything over 550WHP for aircooler engine will damage the motor, unless you have the flat fan, like the 935 engine? Do any of you guys run that kind of power on track? If so how much power and how long has the engine lasted? The head is the issue from my understanding?