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dzlndan's Avatar
Join Date: May 2014
Location: Southeastern Pennsylvania
Posts: 204
Using 930 turbo top end on a 1991 3.6

I would like some help with knowing compatibility issues of using the top end components of a 930 turbo, and the long block of 1991 964, 3.6

I have a chance to pick up the long block from a car that was burnt. At a reasonable price.
I would like to put it in my 1982, 911

Here are the parts I have

930 components
complete intake manifold with accessories
CIS fuel distributor with lines and injectors
complete exhaust system
K27 turbo
oil scavenge pump
lambda computer with harness
diverter valve elbow
Bailey Motorsport diverter valve
Stock inter-cooler complete with piping.

Any help would be greatly appreciated!

Old 12-03-2014, 01:26 PM
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Join Date: Sep 2004
Location: Tonawanda NY
Posts: 833
for starters the intake flanges are not compatible and at 11.3:1 the compression ratio is going to be way off
82 930 Pearl White 3.3 964 cams, K27 HF, Kokeln, fuel enriched, IA fuel head mod, wur mod, crankfire, 2X plug, Aase worked heads. 1bar, GHL, zork, 23/33 bars, low, loud
Old 12-03-2014, 01:48 PM
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Chain fence eating turbo
Join Date: Dec 2008
Location: Austin, TX
Posts: 8,844
Head stud spacing alone kills the deal.
Cory - turbo'd '87 C3.2 Guards/Blk, 3.4, 7.5:1 CR P & C's, soon to be 993SS cams and GSXR 750 ITB's fed by 964 intake, Borg-Warner S366 turbo @ 1.4 bar, Treadstone full bay IC, TiAL F46 WG, HKS 1 1/2" BOV, twin 044 pumps, MegaSquirt 2 (v3.57 board) w/EDIS, Tramont wheels (285's rr, 225's frt), Big Reds frt, 993 rr., tower brace, MOMO wheel
Old 12-03-2014, 05:21 PM
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Registered User
TurboKraft's Avatar
Join Date: Mar 2005
Location: Phoenix, AZ
Posts: 2,669
BTDT, and it's a long, tedious, and expensive process to do it all.
* 964 compression too high
* the 964 exhaust valves aren't sodium-filled
* intake ports are 3-bolt -- adapters needed
* exhaust ports are much larger than your exhaust
* no provision on 1-3 camshaft for scavenge pump
* the 930 CIS won't keep up all-stock
* fan shroud & ducting

* and then you'll still encounter all the usual late-engine-in-an-early-chassis issues: engine sheetmetal, p/s delete, crank pulley, A/C, engine oil cooler, throttle cable...

Honestly, easier to build your engine. You'll get a "new" engine instead of replacing a known used engine with an unknown used engine.

Chris Carroll
TurboKraft, Inc.
Tel. 480.969.0911
email: -
Old 12-04-2014, 10:26 AM
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