head question
 

can i use 88 3.2 heads on my 930 turbo engine?



Andy

The 3.2 heads are something that I have been considering. I think that the stud spacing is the same as well as the bore. The 3.2 intake ports size is close to the 935 heads. It would make a higher rpm engine that my not suit the street though. Your 930 engine is a 3.3 right?

yes, im building a 3.3 but with higher comp (maybe 8-1) and .9 bar

Very nice, post pics when you have the chance. Are you going to stay with cis, or go efi?

cis, sc cams, .9bar, 8-1 ceramic coated je's, shot peened rods, arp bolts, no twin plug (maybe one day!) no efi (maybe one day!)and the biggest intercooler in the world hanging out of a butchered ducktail! will post some pics when i finally start building it! im in the middle of moving, theres a bun in the oven and ive got the nod from the boss that i can squander some money on a good straight shell as the base for my car, before the kiddy comes along. the rest of the car will be financed on a very slow drip feed of funds (unless i come into some more bucks!)

Andy

Good deal, your engine will be very similar to mine. Your car will rock!

what sort of spec ar you using on your 3.3?
is it for the track or raod or both? got any pics?

The 3.3 will temporarily be stock with twin k16s and liquid intercooling. I can't see a better way to intercool in a 914. Once the bugs are sorted out I will go with 964 cams, 8.5/1 with maybe 1 bar. While I am in there I will upgrade the con rod bolts. I want about 350 to 375 ponies. It will be for road and track. The car will hopefully come in under 2100 lbs for an estimated 6 lbs per hp. One thing I have not checked into was pricing for the 3.4 p/c compared to stock p/c

No pics right now(nothing much to see anyway)

wish list;
3.2 heads
twin plug
some sort of fuel injection. :)

I've heard they flow very well and you won't have to do all the port work to fit a Carrera intake.

with 8.5-1 and 1 bar i reckon youll get your 350-375 easy. how far away from the engine would the intercooler be if it were sort of semi out/semi inside the bodywork, immediately above the engine? would this get you enough airflow or am i talking balls? I want a ducktail but i know the intercooler that i want to use wont fit so im just going to remove more and more ducktail until it does. it may look horrid but I think it might look quite good in a functional sort of way! the same might apply to your 914

Andy.

P.S. has anyone put you off of running 8.5-1 and 1 bar? my pistons are actually 8.5-1 but ive been told that without twin plugging and efi id be risking detonation at this boost/compso im gonna space the barrels. whats your view?

Andy

125 shifter, tell me more!
where did you hear this?

Funny thing about the 914 is the decklid area has a proble with negative pressure. Air to air intercoolers are usually located in the rear trunk, making the system quite long and intrusive. Liquid intercoolers can be in the engine bay and the radiators in the wheel wells. One advantage with liquid is if you are going to run air conditioning, you could refrigerate the coolant for a really low intake charge temp. As of right now I am not contemplating such a thing,but you may get 50 hp just by doing it. Does that make me a horsepower junkie?

There was a 930 with rsr wheels that used a duck on his car with little modification. It looked wonderful!

The 8.5/1bar detonation problem is accurate. I will be installing adjustable boost control and adjust acordingly.Twin plugging alone would solve it.

I would like to see a picture of a duck tail carved to fit a stock 930 iter cooler as that is what I am thinkin.....want to stay away from the wanabe tail.
accord to my ruff measurments and a little glass work mabe it could be hidhttp://www.pelicanparts.com/support/smileys/ace.gif

I was originally told this by one of the instructors at www.EFI101.com and I've seen mention of it on the turbo911 site.

One drawback is that the 930 heads are supposed to be made from better material than the other heads. I've never seen material specs to back this up.

Another positive for using 3.2 heads is that the intake gaskets will seal better. I opened my 930 heads up for a Carrera intake and I've been told I'll have sealing problems between the spacers and the heads. I'm going to try epoxying the spacers to the heads and hopefully that will solve the problem.

Here's a pic of my head after opening it up for the Carrera intake. Note how the sealing face is pretty thin on the sides and around the injector.

http://forums.pelicanparts.com/uploa...1093204558.jpg

cheers David, the 3.2 heads sound very interesting


Andy

Adomakin, I considered the 3.2s as I look for suitable cores for a future 3.4 twin-plug upgrade. I'd like to eliminate as much down time as possible. Talking to my machinist(Ollies, who does much of Andial's work), they say the material difference is quite evident between the two heads when you machine them. The 3.2's are much "softer" material and cut more easily. Obviously not a quantifiable answer but certainly a hint. Just thought I'd throw that in!

cheers Mike, anyone else out there perhaps used these puppies on a turbo?

thought id fire this up again.............

this maybe outhere.......but lots of peo run 2.7 turbos......Aluminum must have about the same melting pt accross the scale .Granted there is some varyations in which alloy.......looking thrue my window if a 2.7 handles it ( and dose) most anything else will. Sure the 930 is a lot diff. but I take the loss on the extra$$.
I asked My exhust valve if it cared to have a extra oil passage and so far it dose not care.