Calling all 914 Turbo owners

[914David]

I have got a real jones going on to turbo my 914. I have picked up an aerocharger, (www.aerocharger.com) and have it installed on my zx-3 s2 focus, the daily driver. I want now to swap it onto the 1973 2.0. I plan some form of water injection to cool the charge. Boost to start out at 6 psi, perhaps up to 10, the max for the turbo unit, later. Main ?'s are about fueling. The current fi pump should have plenty of guts to supply as much pressure as I might need. I could replace the fuel regulator with a rising rate unit to get a little more squirt out of the existing injectors. Can the djet handle this?

Drop me an note with an email or day time land line so we can share ideas and research.

parsondn@chibardun.net

Thanks!

[mike mueller]

check out http://shoptalkforums.com/

look under the Forced Induction Section

tons and tons of info with a few links to turbocharged 914 and bugs

[JmuRiz]

If you REALLY want to use this aerocharge system I noticed they have a kit for a T4 VW Bus...you could probably adapt this to your 914. Using a facet fuel pump w/ a lot of pressure would probably be fine.
My advise it to talk to the shoptalk forum guys, they know their stuff!

Nathan

[sammyg2]

I suggest you buy and read "Turbomania" by Bob Tomlinson. It is available at www.cbperformance.com
The stock D-Jet is capable of high boost levels, IF... you supply enough extra fuel. The RRFPR (rising rate fuel pressure regulator) will only get you so far, probably around 5 psi max, maybe less.
Then you need to rely on a 5th injector to go higher with he boost. I think Jeff uses the cold start injector, not really sure about that one. The stock type 4 in a 914 will take 10 psi with no problem if you keep it from running lean, and if you keep the oil from getting too hot. Watch your timing also. Too much advance will lead to pre-detonation, a real no-no while on boost.
I had mine up to 11 psi (without an intercooler) a couple of times and it held up.
I would not recommend that though, anything above 7 psi should be intercooled to be safe.

[914David]

MikeM: thanks for the link- there is so much out there, just on the rennlist, its hard to find the right stuff right off. I'm going there next.

jmuriz: I checked with aerodyne in dallas, and that kit if mfg in germany and is for a diesel van!!! None of it will cross over to our gas burners.

Sammyg2: thanks for the reply. I think you mentioned another guy, jeff was it, who had a turbo 914. Any other info on this person, or could you send my question along to him?

Anyone else: Keep the links, experience, and advice flowing- thanks!

[sammyg2]

The other guy is named Jeff Shyu. he posts here sometimes. he built up a 2 liter turbo using the stock d-jet with some modifications and a water to air intercooler. i think he got it up to around 12 psi. He is in the process of building a track car and a purpose built turbo motor for it now.
One of the sweetest turbo installs I have seen is a guy name Ed. He put a turbo with CIS injection on his 914. I really like that set up. i don't have a link to his web site, maybe someone here can post it/. Have you done a search for turbos on this list yet?

[Dave at Pelican Parts]

You can see some pictures of Ed Morrow's CIS-injected 1.8 liter 914 Turbo here: http://www.pelicanparts.com/motorcity/davedarling/ecr_01/Friday_AM.html

A picture or two of Ed Villela's CIS-injected 1.7 liter 914 Turbo live here: http://www.pelicanparts.com/motorcity/davedarling/ecr_01/Poker_Run.html

...And let's not forget this other page, describing Ed's turbo. (I personally like the "dream installation", but it coulda been Photo-Chopped better...)
{Yeah, that's it dum@$$, foget to post the link!!}
http://www.rennlist.com/edvturbo.htm

--DD

[oredith]

ok.. i wrote this to david.. but i figured i'd post to here, so it's in the archives -somewhere-.. and so i don't have to keep typing it everytime someone thinks about turbo'ing a 914..
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turbo'ing a 914 isn't really a piece of cake, i'm going to spare you the talk about needing to fab a lot of custom parts, etc.. i'll assume you've thought about that..

first off, i will tell you that the factory D-jet + some minor modifications are capable of AT LEAST 14psi.. that effectively makes the motor a 4.0L flat-4.. and packs a punch.. I know because that's what i've been able to reach, before blowing a rubber plug off the intake manifold..

having said that, i KNOW i can squeeze out more (18+psi).. as soon as my new motor is done..

i'll tell you about what i've done so far though in terms of fuel:

1. start with stock D-jet
2. wire up Hobbs switch (pressure switch) to the cold-start injector
3. add a RRFPR (rising rate fuel pressure regulator)
4. modify the MPS

the hobbs switch is set to kick on at 7psi, basically giving me an additional injector delivering constant fuel.. atomizing isn't really a problem since the charge is pressurized..

the RRFPR increases the fuel pressure proportional to the boost pressure.. idealy, i'm running a range of 28-75psi with this (this is not actually what i'm getting, but will be solved with the next motor)

modify the MPS so that the -atmosphere- side is tapped for a nibble, and is reading the pressure in the intake manifold.. that way, the MPS still operates normally under no-boost, but once boost hits, the MPS goes to full rich, and the pressure from both sides keeps from blowing out the MPS diaphram.. if this sounds confusing, i've got pictures of it at home i can send you when i get there (e-mail me at jeff@snailpower.com, this is my work address, and i don't check it while i'm at home)

the new motor:

here were the limitations with the old motor.. high-ish compression, not enough fuel.. (among other things, like running out of RPM, which i'm going to fix with better hardware & everything balanced to tighter tolerance. the turbo will allow the 914 to run up to 6k easily without feeling like it's loosing power, but beware of blowing the motor)

i'm taking care of the compression problem by using stock 2.0L P&C from a VW Bus.. paid 300 for mahle pistons that are brand new, with 7:1 compression (rather than 7.6:1).. this alone should allow me to run +2 psi without pinging..

fuel.. NO ONE seems to have real numbers for the flow rate for the green 2.0L injectors.. some believe they're 500cc injectors, -I- do NOT!.. i think they are something to the tune of sub-300cc, because i don't think porsche would have designed the motor with injectors that are capable of 300hp when all they were building it for was 100hp.. they also don't handle high fuel pressure (anything above 38psi) very well, and stop being able to be atomized..

with the new motor, i'm putting in a 930 fuel pump (911 turbo), and making my own fuel-rail that uses MKIII Supra injectors (440cc).. that gives me the ability for a calculated 200hp at the crank at 14psi.. and with those injectors + the 5th injector, i know i'll be able to supply fuel for 18psi.. hooked up to my scramble boost button for those "push to pass" moments..
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guess i should check PP boards more often..