TurboKraft Full Engine rebuild, EFI, + more - Build Thread

[smurfbus]

In the scenario you tune out the boost to same amount. Are there max hp gains from better header wg design? There must be some pumping losses from that wg outlet close to flange compared to separate wg outlets 45 degrees fron both banks bends. But does it show on dyno max numbers or under line?

[boosted79]

Better flow thru the WG circuit results in less exhaust back pressure once the WG is open which means more air flow into the engine, more airflow = more power, at least in an EFI engine assuming you have the necessary fuel to match. Cut that the WG port off and block it and put separate WG runners, one off each bank secondary and merging at the WG would give more max HP and ft-lbs. I have these same headers, that is what I am going to do. No fluid, gas or liquid, likes turning 90 deg.

[TurboKraft]

Originally Posted by speednme1

What size spring? 1 bar or 1.2 bar?

The base spring is 6 or 7psi, unchanged between turbo tests.
That's the lower boost curves on the graph, and you can see where the WG begins to open and the curve flattens out.

Originally Posted by boosted79

Yes, 91 octane. Impressive. So which turbo for this same engine but CIS and SC cams with '79 fuel head, adjustable WUR with RPM switch, .9 bar spring? Fuel will limit to 375 RWHP or so? I would think the HP and TQ curves for both would be very close? Great video, thanks.

Similar 3.3L with CIS:
same turbo, or the GT35R without the GTX billet 11-blade compressor wheel.
We have one more billet wheel variant available, a little more flow at these low pressure ratios than a standard GTX.
One 3.3L with SC cams we tuned did a comfortable 370+whp at 0.9bar, and another 3.4L is at 415hp at 1.1bar -- but struggling because of usual CIS fueling and distributor-based ignition issues.

Originally Posted by smurfbus

In the scenario you tune out the boost to same amount. Are there max hp gains from better header wg design? There must be some pumping losses from that wg outlet close to flange compared to separate wg outlets 45 degrees fron both banks bends. But does it show on dyno max numbers or under line?

One or two WGs with proper exhaust flow to it/them will give better boost control, a dead level line with no boost creep. But when running with boost control enabled at 1.1bar I doubt one would measure any difference in HP.
If the theory you're putting forth is concerning reducing turbulence before the turbine flange to increase flow, I don't think there will be a measurable HP difference. The bigger turbulence issue is on headers that have no divider below the turbine flange, so you get turbulence when the two exhaust flows merge. Keeping them divided up to the flange, and ideally into a twin-scroll turbine housing.

[smurfbus]

Thanks, Im modding my bb headers for better spool so this confirms my thinking about the effect on max flow.

[TurboKraft]

Originally Posted by smurfbus

Thanks, Im modding my bb headers for better spool so this confirms my thinking about the effect on max flow.

Are you doing twin scroll?

[smurfbus]

Twin scroll but with one tial 46. Racerboy is going to do the welding and routing of the wg piping so that the flow is devided up to the wg. Even the BB flange is short of separated now! I dont get why they would leave the HEADER flange not reach the gasket area in the midle?

[Kraftday]

Originally Posted by TurboKraft

Are you doing twin scroll?

Good stuff, way to push the envelope guys! Congrat on 500+ club status!

Mike Boat at B&B told me once that the 930 Turbo headers have always been made with 321 primaries. Genuinely a good start in my experience..

The dual or modified wastegate like Chris recommends could save you big time in the long run.

Also for the clutch, probably best sticking with the Sachs Performance gear.. you would save allot of rotating mass, hit boost much quicker. It isn't cheep but will hold ~680tq and last. The other modified stock like clutch options would be the Centerforce DF252252 (Upper limit of holding) or DF255255 (Low pro will hold).

Sachs Low Profile / lightweight / Street / Sport
88 1861 999 615 | Clutch Disc
88 3082 999 594 | Clutch Pressure Plate (Low profile alum.)
930 116 080 1R | MODE Releaser Bearing Adapter Extension
930 116 020 1R | MODE Ring Gear Spacer

Cheers

[Ken911]

do they make the big tube ones? It was looking like i would have to make my own last time i checked this Still might since I want them tuned.

[philip j]

I modified my own 1.75 GHL for twin scroll. It was tight, but well worth the effort. Philip

[930/66]

Nice documentation and a lot of work to show use the different setup.
The GT35 is of course the better choice for this application. Great numbers!!!

I just expected that the gt30 and 35 spools up quicker but every setup (and individual Goal) is different.
Not easy to find all right parts that works optimal together.

[Pstl_Pete]

The last build video is here:



I haven't had the car out much this season at all since I've been plagued with some issues with other cars I'm working on right now and that's left little time for me to play with the 930.

However, come august I should have more time to spend making a few videos of me driving it and getting to work on the suspension and wheels.

Hope you all enjoyed the video series and a big thanks to Chris @ Turbokraft for all the hard work and amazing expertise. The car is truly a blast to drive now.

[Pat RUFBTR]

Thank you very much for this video sharing!

[TurboKraft]

Pete, it was a pleasure working with you!
You did a fantastic job on the videos, thank you!
Enjoy your Turbo in good health, my friend.

[jpilcher]

Pete

Are you bringing your car to Upper Canada Porsche Club Picnic this Saturday?
Boyd Conservation Area. I've heard close to 400 cars registered. It would be great to check out your car in person.

Regards

John

[Alexm930]

Great series...

[fredmeister]

Pete,
Really enjoyed the videos. You did a professional job on them and really gave a lot of information to the group.

Wish you luck and thanks,

Fred

[bpu699]

Just found this thread... saw all the videos while disassembling my motor... SUPER HELPFUL. Seeing it in video is 10X better than reading about it...

It was also neat to see Loctite 457 used on the case halves. And, this is the video where it looks like the ARP rod studs were torqued to spec not stretched...

Any updates? Any oil leaks or is the 457 adequate?

Awesome video series, thanks for doing it!

[Rich76_911s]

Yeah I'm not sure I said thanks either Pete, this was a great series.

A big thanks goes out to Chris at Turbokraft too. It was awfully generous of him to open his shop up to be recorded and showing us some of the secret ingredients that go into the super sauce there at Turbokraft.

BPU699-
Having just built my engine, I'd say the person applying the sealant is probably going to have a much much larger impact on the lack of leaks than the sealant product you choose. I did use the John Walker products on my case, but if it leaks it'll be because of me not the product I used. At least that's what I think after my N of 1 sample size

[aschen]

the series is great, ive watched it twice. Also their youtube channel speed academy is one of the better car related channels.

[YODA MASTER]

beautiful work, always as perfect. Even on the other side of the Atlantic TURBO KRAFT has a serious reputation ... Bravo