What are size specs on 951 header ?
 

Jet-Hot Coating service wants details on Height, Width, Depth.

2.5" diameter and a photo of one they already did on a 951 header is what i sent in my quote, but that wasn't enough size info is what they said on my voice mail.

http://forums.pelicanparts.com/uploa...1433234774.jpg

some claims of 10-20 hp from coating inside and out of 951 header. With IC inlet/outlet mod and extrude honed intake port matched to a 100.5mm ported head with dished pistons, test pipe and boost controller with cup chips, this would seem to make some decent TOKE with k26-8 hybrid bb turbocharger.

I'm almost there, but still researching and pricing some of these mods i have yet to do. Jet hot header would look right with polished cam cover and intake manifold and hard pipes & AFM that i have.

Note that the most efficient coatings are dull and not shiny. Also not recommended to coat inside because they can't clean and spray coating very far inwards. The partial coating will flake off and destroy your turbo.

People have gotten around 300-320whp from a K26/8. And about 400wbp from a K27/8. Just a matter to stacking the appropriate mods and dyno-tuning.

Forget about any mods that retain the AFM, waste of time and money. Go straight to Rogue's M-tune with MAF. Easy +50bhp at stock boost levels. +100bhp by raising boost along with free-flow exhaust.

Also good idea to upgrade spring in factory wastegate. It starts opening around 3-5psi, fully open by 10psi. Better to increase spring to start opening at 10psi, fully open at 15psi.

===============
I have the larger Tial, removed a double spring that didn't open below 20psi on a baby k26-6, when i installed k26-8 it overboosted off the gauge, so a single spring holds 14psi and with knob it dials in 18-20psi w/o overboosting and with the burned cup chips.

how much tuning required to dial in that m-tune ? Huntley ARC-2 sucked to tune daily and i sold it.

i would be concerned about jet coating flaking , they say they dip it. The rough inside texture of 951 stock manifold vs $700 extrude honed from LR. It seems Porsche wanted some rough texture to break up the air so as to prevent puddling of the air flowing in, somebody said porting intake of 951 head i should leave it somewhat rough polish not a mirror smooth finish to help atomize the air. Some other guy says that rough texture was good for this but was for carb in fuel inj. and the TB over bore is useless on 2.5" turbo, stock AFM & 2.5" boost pipes.

LR claims +20% more CFM with extrude honed 951 manifold. Port matching the manifold to a ported 100.5mm head sounds smart. I have jet hot intake manifold, but it's flaking after few years & looking dull, bought a polished Manifold to replace it. I will polish the jet hot one eventually

i suppose the Ebay 951 headers are China Junk, don't see many trying them out. Zinc coated headers look nice but have not seen those around lately.

anyone like the e85 fuel setup on 951 ?

E85 is awesome for high-HP. As with all other mods, tuning precision is key to optimizing any mod and extracting most HP.

Looks like you've got good list of mods, just need to pick the ones with best HP-gained-per-dollar spent criteria. Forget ARCII, that's '80s tech. Go directly into the DME and program the actual chip data-cells that's referenced. Only the M-tune gives you that ability. Best value in upgrades because it allows maximizing of every other uograde.

Check out Refresh951** l** Porsche 944** l** Porsche 951** l** Shawn Deal

Even with dipping headers to coat, it's not possible to clean off all the soot and media-blast the insides for the entire tubing length.

Intake-manifold and TB would be last upgrades you do. Cost in dollars-per-HP-gained is really high. Do full 3" exhaust and wastegate w/EBC first.

M-tune is programmed from laptop. Pretty much equivalent to standalone EFI systems from MoTeC, Electromotive, etc.

Copy that
 

Have installed Cup Clutch, KEP press plate, lightened cup flywheel, rebuilt 26-8 garett bb hybrid #52 trim, burned cup chips, & Fabspeed FULL 3" 304SS from turbo back with 4" tip and large, dual port Tial WG and Lindsey manual boost knob. I rather keep rare cup chips and polished flapper air meter & just port head & upgrade the intercooler & install $1000 GT LSD. That is less headache for me vs fuss with dyno tune a MAF or MAP $2000 stand alone & try to setup Apexi EBC that i sold for a manual knob.

i'm not iphone brain, not looking to turn a 951 into a Skyline with a 3" turbocharger with stand alone & sold a MAF already, i just liked how cold it was in that headlight area. Not looking for laptop $2100 MAP kit which would need proper EGT A/F meter vs my cheap Autometer spliced into my DME.

btw, it's a just street/show Euro 951

Which generation Turbo Cup chips? There's 250bhp, 290bhp and 320bhp. They all use the cycling-valve to manage boost, so your AFR may not be optimum with manual controller. At least get wideband to make sure your AFR is safe.

cycling valve disconnected
 

CV plugged off, was using check valve under hood, moving to Lindsey manual knob for about 18psi which i ran with the adj check valve, older Lindsey valve was set around 15.5psi but my k26-8 boost more to redline verses stock.

It's the 320bhp OEM cup chips NOT 89 but the race spec, has no overboost cutout or limp mode. Have fresh headwork with wide fire HG, going back in to do 100.5mm JE and ported intake matching intake manifold port.

Probably want to use the Cometic MLS gasket. They come in different bores for oversized pistons.