ahh, so there are kits out there... I will be doing my own work so that 10k figure I threw out there is all for parts. Does Knoxville have a website? A quick google search didn't turn up much... I'd like to know what's included in the kit.

Yes the car is very not stock. The interior has been completely redone, its a widebody and the motor is swapped, so its not like I would be bastardizing a stock 911.

It's not a real widebody car is it? he says it's an '82 (SC?) with an 86 engine.

Below are some of the options a company over here offers for power increases.

964

3.8 400Hp

Supercharger

Thanks for those links. That ninemeister blower seems too good to be true... Just bolt on and go? What's that do for longevity?

I guess I need to work on my reading comprehension...

I'm doing better with my reading comprehension :)

The kit can also be adapted to suit the 3.2 engine, but this is not an easy conversion as it requires the manufacture of a custom intake stubs from the original Carrera manifold; the 3.0 & earlier engines would also require these parts and would also require engine management for the best results. It can be done, but the set up is not inexpensive, so please call for details if you are interested in one of these conversions.

From their site...

Yeah, I read that as well, but I was referring to the lack of mention of internal modifications to handle boost...

I'll call them and find out.

And I'd be interested to see what sort of HP numbers they are getting with the 3.2

Has anyone driven an early car (74-89) with 3.6, a 930, and/or an SC with turbocharger/supercharger? I live in a Porsche desert, so I'll never get the chance to drive all three. Been looking at a 3.6 for my SC and selling my pristine, almost new 3.0. On the other hand, add a turbo kit (rfng's) to the 3.0 and you have the same power as a 3.6, right?

I just want a lot of jazz for second and third gear jaunts through the countryside, meaning lots of torque in my favorite range of 3000-5500 rpm. Although a turbocharger sounds uber cool, and can make a lot of power, I am attracted to the Porsche-level longevity of the 3.6 with clean EFI. I have the tools and ability to DIY, but I find myself always working, and it comes down to me just wanting to jump in the car and drive. Therefore, a kit or 3.6 is more desireable than DIY supercharger/turbocharger.

Don't intend to hijack your thread, Fahrvergnuugen, but I think we have the same disease. ;)

jurgen

Without reading all the previous pages I can offer this comment to directly answer your question:

It will be difficult to get 400hp on a $10,000 budget.

A couple of ways as I see it.

- Turbocharge the 3.2L
- Sell the 3.2 and pool the money to buy a modified 930 engine.

The unseen costs are what gets ya. Beefy clutches, oil lines of different configurations, fuel delivery system upgrades, etc, etc.

Jergen - If you get down (over) to Huntsville I'll take you for a ride in a modded 3.3 Turbo SC. Drive a 930 and you'll see the difference 500 less pounds and a 5spd tranny makes.

#1 It would be a shame to tear up a beautiful car like that.
#2 If I am reading you right, you don't want more HP, you want more off-the-line torque and you won't get that from a Porsche. Go buy a Vette to blow the doors off the Mustangs and then take the Widebody out to carve up the open roads.

Supercharging of Knoxville, no web site but e-mail is SoKporsche@chattanooga.net Phone number (423) 842-9556. Their lower end kit uses a paxton blower and puts out 345hp, if I remember correctly they recommend raceware rod bolts and studs. The higher end kit uses a whipple blower and puts out 425-500 hp depending on options. The whipple kit needs to lower compression which the machine work is included in the price. (you send them the parts)

Thank you! http://forums.dubr.com/phpBB2/images/smiles/embeer.gif

Do the bottom end because it's the Achilles Heel of the 3.2. You'll blow rods all over the road if you get too carried away without strengthening the engine.
These cars go like stink; I've seen a few of them up close and personal and they have a very nasty growl to them as well. And it goes without saying that they accelerate like a rocket.

Good luck,

Tom

Check the docs on the POs recent rebuild or call the shop that did it to find out if they already did the raceware hardware.

Let me save you an e-mail:
Here's the text of what I got from SoK after inquiring about this. I want to convert to a supercharged 3.2 in my 74 coupe.

Begin text:
___________________

Good morning:

Thank you for your inquiry about supercharging your Porsche 3.2 Carrera. The information you requested on our kits for the 3.2 is enclosed.

As we discussed, we have three kits for the Carrera 3.2. Two of them do not require any engine alterations (for USA spec cars); it is strictly a bolt-on. The other one requires disassembling the engine and reducing the compression ratio.

If you have any questions, or if we may be of further service to you, please don't hesitate to contact us.

Regards,

Paul W. Burch
Supercharging of Knoxville
SoKporsche@chattanooga.net


GENERAL INFORMATION:

There is no substitute for quickness, and no turbo is as quick as a Supercharging of Knoxville supercharged Porsche. Supercharging provides the power you want, when you need it. Instant power, on demand, at any RPM, while retaining traditional Porsche driveability, reliability, and practicality.

Supercharging of Knoxville has been developing and installing belt-driven superchargers for Porsche cars for over six years. Our design criteria have always been to offer a car of vastly increased performance with no reduction in driveability on the street, no significant reductions in fuel economy, and perhaps most important, little or no increased maintenance requirements - major or minor. Our kits meet or exceed these goals in all areas.

All Supercharging of Knoxville kits vastly improve overall vehicle performance with no sacrifice of traditional Porsche smoothness and driveability. Most kit owners immediately notice a smoother idle, and the car performs without the high-strung, difficult to drive mannerisms that are frequently the hallmark of a high-performance vehicle. Fuel economy at legal highway cruising speeds is in many cases increased. (As would be expected, more fuel will be consumed if the vehicle is driven to take full advantage of the extra performance the supercharger provides.)

And finally, there is no increase in maintenance requirements. Unlike the traditional "3-C" route to additional horsepower - Compression, Cams, and Carburetion - a Supercharging of Knoxville supercharger offers "soft horsepower" which, while providing spectacular performance, is easy on your engine and other drivetrain components.

Supercharging of Knoxville kits are currently available for the 911SC, the 911 Carrera, the C-2 and C-4, 993's (through 1995 only) and the 1985-1/2 to 1987 944 only.

THE CONCEPT

Supercharging has been long used to increase internal combustion engine performance. It's principle is simple; a mechanically-driven blower (belt driven in the case of Supercharging of Knoxville superchargers) supplies the engine with air under pressure. This results in the engine taking in more air/fuel mixture than it can under normal atmospheric pressure, and the more air/fuel mixture an engine consumes, the more horsepower it develops. Since this is the same thing that the turbocharger used by the Porsche factory and many others to increase performance, does, why use the mechanical supercharger?

With the supercharger there is no "turbo lag," an oft-mentioned problem of turbocharged engines. No matter how well-developed the turbocharger installation, there is a definite lag between the time you "put your foot down" and the time the power kicks in. This is because the turbocharger must spool up to speed before it can develop boost. That lag is non-existent with the supercharger because it is driven off of the engine's crankshaft. The supercharger is always "up to speed" and the power you want is there, instantaneously. Unlike the turbo, extra performance is always available, regardless of engine rpm.

THE SUPERCHARGERS

Supercharging of Knoxville kits use either the Paxton or the Auto-Rotor superchargers.

The Paxton

The Paxton supercharger is a gearless centrifugal compressor that is belt-driven off of the crankshaft. It requires no intercooling, heat shields, or special exhaust system. It's compact design allows easy engine access for routine maintenance, and engine oil change intervals are unchanged because the Paxton lubrication system is self-contained.

For added performance and/or heavy-duty applications an optional high-output impeller and an external supercharger oil cooler are available.

The Auto-Rotor Supercharger

The Auto-Rotor supercharger is a twin-screw, positive displacement compressor whose unique design allows it to deliver more air at cooler temperatures than the centrifugal supercharger. Like the Paxton the Auto-Rotor superchargerr is compact and has a self-contained lubrication system.

The Auto-Rotor supercharger is significantly more costly than the Paxton, and because of the higher boost pressures it develops it is not compatible with all engines and applications.

Regardless of which supercharger is used, every Supercharging of Knoxville kit has these standard features :

¥A minimum 40% gain in horsepower and torque with no other changes, depending on the installation and engine configuration.

¥No exhaust system modifications, heat shields, or idle-down periods after use are required. Intercooling is recommended, and may be required for some maximum performance installations.

¥100% combustion and volumetric efficiency.

¥Self-contained lubrication systems; there is no opportunity for the supercharger to contaminate engine oil.

¥Instant, on-demand, acceleration with no "turbo lag;" increased gas mileage - an average of 10% at 55 m.p.h.

¥ Improved driveability, reliability, and handling .

¥ All fabricated components are heavy-duty stainless steel for strength. Three finishes are available; polished (for easy cleaning and show-car appearance), matte-finished stainless, or semi-gloss black paint. The polished flanged pipe for adapting the 911 Carrera air flow meter to the Paxton supercharger, shown above right, typifies the workmanship and quality of all our in-house fabricated parts.

Some notes on Compression Ratios

You may notice in the individual kit descriptions that the recommended compression ratios (C.R.) are lower than those normally associated with high-performance engines, and you may be wondering why.

Supercharged cars with lower C.R.'s are faster and more reliable. They can be allowed to build boost faster without danger of destructive detonation; this means more power lower down on the RPM scale. The reduced possibility of detonation from high cylinder pressures also means they can run more timing advance, further increasing power. The "bottom line?" There is more power available through using more boost and a reduced compression than there is from using the reduced boost and/or the retarded timing that higher compression ratios would require.

Specific models have weaknesses of their own that come into play as well. For example, the 3.2 Carrera with our Paxton kit can use up to a 10.3:1 C.R. (with our special SoK chip) with good results, but the 911SC with our Paxton kit cannot use 9.8:1. This is because the 9.8:1 Porsche pistons are not reliable under boost. Their design is susceptible to detonation leading to piston failure; in this case they frequently shear the ring lands.

SPECIFIC KIT INFORMATION

CARRERA/PAXTON KIT

Performance Data
1986 Carrera with SST heat exchangers.
345 HP SAE @ 6200 RPM
337 LBS TORQUE @ 4300 RPM
0 TO 60 IN 4.9 SECONDS

Kit Details/Requirements

Installation Time - 24 hours
Preferred Compression Ratio (C.R.) - 9.5:1
Low C.R.
High C.R. - 10.3:1 with SoK chip.

Modifications Required - A turbo tail is required. The air-conditioning condenser must be relocated (to a different location in the turbo tail) and this requires extending the air-conditioning lines 10 inches. (The turbo tail and air-conditioning work is not included in the kit or the kit price.)

Optional Modifications - Raceware head studs and rod bolts are recommended, but not mandatory. The stock clutch may be retained, but it would be better to install the factory sport disc and lightweight clutch assembly; this is recommended if the clutch is being replaced.

If air-conditioning is used and the serpentine belt option is selected, a serpentine belt pulley for the compressor is required. This requires changing the compressor clutch.

Miscellaneous Information - The stock C.R. for U.S. Spec. cars is 9.5:1, thus this kit requires no C.R. changes. European spec Carreras have a C.R. of 10.3:1. This is also satisfactory with our chip, although if the engine is being rebuilt the 9.5:1 should be considered if supercharging is being installed. (See general comments about Compression Ratio)

Carrera Paxton kit price $4,795.00
Options:
Supercharger external oil cooler $350.00
Modified impeller. $350.00
Serpentine Pulley Kit $690.00


end part 1

Begin part 2:

LOW-BOOST AUTO-ROTOR KIT FOR THE 3.2

This kit is essentially the same horsepower, @ 350, as the Paxton kit, but it uses the Auto-Rotor supercharger running at 7 - 8 pounds of boost. The price is $7400.

The advantages of this kit over the Paxton kit are:

a. It comes on a much lower rpm, meaning that although the maximum horsepower is about the same, the car is much quicker.

b. The Auto-Rotor is somewhat quieter and smoother than the Paxton unit.

c. The Auto-Rotor kit with its small intercooler WILL FIT* under the stock rear decklid, no tail at all. The Paxton kit, which is not intercooled, requires a Turbo tail.

* - Requires that the a/c condenser be relocated into the left-rear quarter panel like a C2/C4.

CARRERA AUTO-ROTOR SUPERCHARGER KIT

Performance Data
1987 Carrera Auto-Rotor Charger Kit
425 HP SAE @ 5700 RPM
385 LBS TORQUE @ 4000 RPM

Kit Details/Requirements

Installation Time: 80 hours

Preferred Compression Ratio (C.R.) - 9.0:1
Low C.R. - 8.5:1
High C.R. - 9.0:1 (The stock 9.5:1 is not recommended)

Modifications Required - The following modifications are required, and are included in the kit price (Where the modification is machining work, the price includes our facilities performing the modification work after the client has shipped us the appropriate parts): Machining pistons to lower the C.R, and balancing to 1 gram; turbo phosphor- bronze valve guides; 3-angle valve grind; larger injectors; Raceware 9mm rod bolts; MSD ignition.

Other Modifications - The clutch should be changed to the factory sports disc with lightweight clutch assembly.

If air-conditioning is used a serpentine belt pulley for the compressor is required. This requires changing the compressor clutch.

Other - Those wanting to use the Auto-Rotor on engines with a 3.4 kit should use 9.0:1 C.R. The C.R. can be lowered by using a 1mm head gasket, but we strongly encourage doing it the right way, i.e. by machining.

3.2 Auto-Rotor Kit

Standard Intercooler $12,500.00
Large Intercooler $13,500.00

We also do dynomometer testing; call for details and prices.

sell yor car and buy this one:
http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&category=6433&item=24526382 15

then spend the $10K on a paint jpb etc.

concentric,
thanks for posting that info... I'm really liking the sound of SoK.

I think the next step is to find someone in the area who has a similar kit to go for a ride.

Anybody in the upstate NY area? (I travel between rochester & albany often)