Who has a 3.3 cis turbo pre 73` car ?

[pjv911]

I need some hands on experiance for some of my questions regarding my project. I am putting a 1992 C2 turbo motor in a 1969 coupe. I am presently aquiring(trying anyway) the fuel system components. I see that the pre 89 turbo cars use a different pump combination due to different part #`s . Is there actually a difference ? Will any CIS type fuel tank with a return line work ? What fuel line diameter do I need to use ? I have alot more questions and would love to find someone who knows what I need. Any help would be much appreiciated.

Kurt Williams

[pjv911]

Where`s the love guys ? This board seems dead these past few months.

[dean]

Kurt
In my car I used the stock front SC fuel pump. In the rear I bought a turbo fuel pump. I don't remember what year pump I got. I don't think it matters. I think it you put an aftermarket pump up front it would work fine. As long as you have enough flow and pressure. The motor doesn't care. A purist might. If I did another conversion I would do the aftermarket pump up front. I used 5/16" lines. Very close to 8mm

[pjv911]

Thanks dean. BTW did you simply retain your stock fuel tank ? Also if you think it makes any difference , I just bought a Euro CIS unit which flows more fuel. Do you think the stock 75-89` pumps will flow enough. I figure it would. I dont plan on going past 1 bar of boost anyway. But then ???

Kurt Williams

[RarlyL8]

You should be fine. My SC/930 conversion also retained the stock pump up front with a 930 pump rear. Stock tank. Engine has the usual 930 mods that put it close to 400hp at the crank. No fuel starvation.

RBoylan of Florida has done an early 911/930 swap. Rattlesnak in Atlanta has done an SC/CT2 swap. Both should be able to help you.

[dean]

Kurt,
I also used the stock tank and front fuel pump. It was a pain to wire the rear pump because I did it like the factory did. I also don't think the euro CIS is that different. If you are not a purist then put an aftermarket EFI fuel pump up front. My motor is running lean now but I don't think it is the fault of the fuel pumps. It is more likely the CIS.

[pjv911]

Thanks guy`s now how about the oil tank ? Did you use the 930 type sump tank(in the rear quater panel) with the extra return fitting or just plumb one into the existing tank ? Also my motor package came with a hoard of aftermarket performance parts which included about 10 wastegate springs. I can see differences in colors and thicknesses. Is there a way to tell which is which without trial and error. Of course for starters I will use the original which is on the motor. I have extra wastegate assemblies too and would like to set up one of them for an easy swap once the engine is ready for more boost. Also one of the wastegates has a threaded adjustment screw on the top and the others(including the one on the motor) have a hose fitting. Whats the deal there ?

Kurt Williams

[dean]

For the oil tank-I brazed a piece of brake line into the top of the oil tank for the return. That is basicly what the factory did. I don't know what to say about the springs. Trial and error sounds good I test wastegates with a gauge and a pressure reg. on the bench. There you can see exactly where they are opening. I don't know about the screw on top of the wastegate. Maybe it is a way to preload the spring for more boost. The hole in the top is a vent for the diaphram

[dozer]

I've heard there is a difference (car 911SC-1978/enginen 930-1983) between the 16 pin conector in the engine bay. Does annyone know?
Or is there annything else thats different from 78'SC-83'930 eletrical.

[rboylan]

Gimme a ring if youd like to chat. Thanks.

Rich Boylan
561 512 5185

[dozer]

Hi Rich!
Tryed to call you... only voicemail.
Would it be possible for you to send me a mail on "how to" ??? (Or even better, post it here)
It would be greate help!
Thanx
Please mail to: rottis(at)online.no

[Jim2]

Regarding waste-gates, I can't give you advice on your specific sprigs, other than to say that if the spring has a lesser rate (lb/inch) it will give you a lower boost thresh hold. Testing on the bench would be most easy to determine this in advance via a regulator as previously mentioned.

The waste-gate diaphragm cover which has a bolt or set screw with a jamb-nut allows you to increase your boost set-point by tightening down the spring.

The waste-gate cover with a hose is intended for adjustable boost by means of running a line from your boost charge pipe to a regulator, then back to the waste-gate cover. This effectively applies extra pressure to the top side of the diaphragm similar to the adjustable set screw, only the regulator allows you to make these adjustments remotely.

Jim
79 930

[dozer]

Annyone???