Porsche 968 Turbo S Engine w/Autronic SM4, Wide-band, LR Upgrades, 480 RWHP, 14 lbs. Boost and 1 Racing Exhaust System
Description and Build Sheet
Porsche 968 Turbo S, Factory Style 3.0L, Dry Steel Sleeved, with additional Lindsey Racing Modifications, Autronic SM4 Standalone Engine Management System, tuned by SpeedWerks in New York, who have built, maintained, tuned and cared for this engine in this Porsche 968 Turbo S, for all of its life.
I was going to put it in my 968 but I have too many projects going on including a dry steel sleeved 2.7L 944 Turbo motor with Vitesse Racing mods, a 450 hp Audi A8L 40 Valve 4.2L normally aspirated engine built to Audi RS5 specs, a 750cc Suzuki bike being modified to a street-able 750 GSXR version and many more projects. All for sale.
968 Turbo S Motor Build Sheet
Head
1989 2.7L Porsche 944 Head (the same as the Factory 3.0L Turbo S motor)
Block
3.0L 944S2 Block (the same as the Factory 3.0L Turbo S motor)
Heavily Upgraded:
Dry, Steel Sleeved by L.A. Sleeve
Pistons
Upgraded:
Wossner,
Forged & Balanced Aluminum pistons
Low friction coated skirts and
Thermally coated piston tops for better wear, lubricity and thermal protection respectively.
Turbo
New Lindsey Racing Super 75 Series Turbocharger with the larger main shaft and a left handed main shaft thread. Water-cooled version (Water jacketed for extra cooling protection)
A/R .60
360 Degree Journal Bearing
Turbine Trim – P Trim
Standalone Engine Management System
Autronic SM4 Standalone Engine Management System, latest version, fully
supported by Autronic.
Dyno-tuned by SpeedWerks ny.
currently produces 480 RWHP on 14 psi of boost as mentioned and was tuned at this boost pressure for reliability and longevity.
That’s approximately 576 hp at the crank!!!
And again, that’s at 14 pounds of boost. This motor can easily be re-tuned given the Autronic simplicity of tuning for much more (given the right tuner is available to you or if you have that in your skill set) as mentioned above.
Seals/Timing Belt, Tensioner and Timing Pulleys
All recently changed seals, bearings, timing belt, tensioner and timing pulleys, so I was good with this.
No leaks anywhere
Rods
Upgraded:
Pauter
Forged,
Balanced.
Fuel Rail
Upgraded:
Lindsey Racing
Billet Blue anodized Fuel Rail
With 6AN fittings and
Red Anodized Marren Fuel Pressure Damper
Oxygen Sensor
Upgraded:
NGK Powerdex Air/Fuel Wideband
Real-time Digital display of Air/Fuel Ratio
Pulleys, External
Upgraded:
Under-driven power steering and
Alternator kit (Lindsey Racing LRA-944-PUL-KIT) Exhaust
Upgraded:
Speed Force Racing (SFR) Ceramic coated Exhaust Headers (4 to 2 to 1)
Down Pipe
V-banded for quick assembly/disassembly
Custom Cat Bypass/Resonator and Muffler Bypass Exhaust that comes out on the side of the car and is half the length of the usual exhaust for Open Headers with Heat reflecting tape and wrapping material like that of a turbo hot side insulating blanket
Injectors
New
80 pounds, low impedance
Head
Upgraded:
O-ringed
Moderate Intake and Exhaust Porting
Compression Ratio and Cylinder Pressures
8.9:1
Individual Cylinder Compression Test Pressures (psi) 157 155 156 155
Valves
Intakes
Upgraded:
New, Swirl Polished
Exhaust
Upgraded:
Inconel
Additional Upgrades:
Lindsey Racing
Balance Shaft Delete Kit (LRA-BSD-87)
Alternator Under-Driven Kit
Oil Pan Baffle Kit for high G’s in turns (just in case you choose to do that
. Balance Shaft Delete Kit
A/C delete (can be reinstalled if wanted and thus have A/C
928S4 Cam Tensioner
Crank
Upgraded:
Cross-drilled
Knife-edged, though not to the very limit as to maintain a balance between weight and strength.
This motor is likely built, in every way, that anyone who wants a 968 Turbo motor would want it. It has the best of the best parts, upgrades and components for reliability, longevity and performance you can get. Basically bullet-proof excluding over-revving it, of course. Everything I certainly wanted at the time and still would in this motor if I were going forward with it.
The following is for reference only if you were going to build one yourself excluding the time for sourcing, cost of shipping, taxes and duration of build. Some can source and receive in everything needed in a short period of time, others may take longer. This engine is a proven, tested, performance motor! New parts are described in the build sheet, used parts - as only some parts are only available used, are accounted for accordingly, given an average price, per markets and classifieds today.
Short Block 2500
Head (’89 2.7L) 3000
Pistons 800
Rods 1200
Steel Sleeves 800
Machining and Install of sleeves 2000
Fuel Rail & Damper 300
SFR headers 1200
New, LR (Lindsey Racing) Super 75 water cooled Turbo 1400
Valves 800
928S4 Cam Tensioner 175
O-ringed head 200
All LR Kits
Autronic SM4 Standalone Engine Management System, 4000
Latest version, fully supported by Autronic.
Custom Cat Bypass/Resonator and 3000
Muffler Bypass Exhaust 1500
Injectors, New 800
Cross Drilling & Knife-Edging Crank 1000
Broadfoot Racing Plain Jane 968 engine rebuild costs 5800
Seal Kit 200
Full Gasket Kit 600
Close to $ 30,000 in parts cost only.
No added labor, or value added figured in, i.e., sourcing of parts, shipping costs, time, taxes or Dyno-tuning.
Worth at least 50 hours in time savings, over some number of months, to get this all done, tuned and tweaked just right.
Porsche 968 Turbo S Engine w/Autronic SM4, Wide-band, LR Upgrades, 480 RWHP, 14 lbs. Boost and 1 Racing Exhaust System $ 25,000 OBO. No reasonable offer refused.
Thanks,
Joseph
JosephBell456@gmail.com
Kindly include your city and state, and your dell number in your email, if seriously interested.
I'm in Westchester County, New York, about 40 miles north of New York City.