Euro 928S Heads and Cams

[Warwood]

For Sale
One set of Euro 928S Heads (casting 348) and Cams from an '83-'84 928S
Will seperate, but would rather sell as a set.

Heads (1 pair) $800 obo
Cams (1 pair) $1000 obo

Buyer pays shipping from the 98312 zip.

Thanks for you time
Revis Rose

p.s.
I do take Paypal

[DFWX]

Hello! I presume you sold the heads and cams by noW! But, if not, let me know. thankx

[Warwood]

No, I still have them. I have been really bussy and haven't had time to actively sell them.

If you want I can take pictures for you.

[DFWX]

Wow, that's amazing you still have them...
I just bought a 4 928 (in last 3 months) plus some parts - and the budget therefore is crunched.
I also am learning info... not easy to have.
I do not know the difference between Euro heads and USA heads, and certainly not by part number (ie port and valve sizes).
I have a 1981 US, 1984 USA and a 1978 Euro motor, plus will have a 1985 USA.
I suspect by horsepower numbers that the 1978 Euro motor is the same in terms of cams and heads as the USA model, and they got "bigger" in 1980 for Euros.
I also do not know the difference between a later model 16V Euro and the "big" 944 heads, which I can get a set up set of (with cams) for $1200.
I probably am very interested in your cams, but probably not in the heads (not sure yet).
I am spending money so this is a buyer personality, but fine tech details on head casting numbers and dimensions and the distinction between early and late model Euro 16Vs still eludes me.
What is MOST frustrating is that I can find NO technical information on the specific differences between Euro 16V USA and Euro models - though from 1980 to 1984 the horsepower numbers dramatically different.
Anyway, thanks for the reply and when I am back out of the economic hole from 928s, I'll pour more money back into them and very possibly your cams and maybe heads if still available.
I DO know the distinction between later model EURO cams and USA cams in lift and duration - and certainly want the Euros. However, I do not know if they differ enough from those in of my palleted 1978 Euro motor to justify $1K. I also do not know the tech details between a USA and Euro set of 16V heads in the 1980s models nor how your castings different from the big 944 heads.
I'll keep researching and making $$ to pay for this all. Thanks again!
IF you or ANYONE knows a source for exact motor details (head specifics, piston pin height, rod lenght center to center etc etc, I really would like to know. That is the one huge frustation of working on these otherwise superior cars over Chevy and Ford V-8. It is not just that parts are costly, but detail information is near impossible to find out. Such comes with limited production semi exotic cars.
Mark

[Warwood]

Good questions,
The difference between Euro & US 16V heads primarily is vavle size. The Euro 928S heads have 944 size valves. You can put 944 heads on a 928 but you must machine the water passages to except the 928 coolent crossover. I don't think after machine work you will be getting off much cheeper than what I am asking for my heads. 16V heads will fit on a 32V block and visa versa. 5.0L Euro Hybrid's have been dynoed to 370Hp, but 330 to 340Hp is a very reasonable expection.

I know this for sure though, if you put 944 pistons on 928 rods the pistons will not reach the top of the block. Also, I know if you put a 928 piston on a 944 rod your piston will pop out over the deck. The big end of a 944 rod is wider than a 928 rod. Every 928 rod I have ever seen is forged, most 944 rods are powered medal, unless they are 1983 MY or 951 rods. Both engines share the same size piston pin. I have not measured both but I do believe that rod leangth is the same for both engines. 928's have a higher deck height than 944's.

I understand what you mean when you say you are in a 928 hole. Been there!

Contact me when you are intrested. I am not planing to e-bay them anytime soon.

Cheers,

[DFWX]

Hello! You just provided THE most useful information I have received. I am turbocharging my 928. Set up, FI and fuel management is done (by someone else on another car.) I have labored over how to LOWER compression - the answer is 944 pistons.
Lower compression means higher allowable boast (with relative increase then in effective displacement (combustion chamber to compression size) with water injection and water to air intercooling.
This means a need for a higher flow (intake/exhaust) and in this all is my motive and project and interest in larger port heads and valves (and throttle body and intake runners...) Via lowering compression and increasing boast, I essentially make a larger motor without the weight or the internal motor mass. Such is how all superchargers and turbochargers work, with the limit being the level of boast/artificial compression that is possible (and whether the bottom end of the motor can take it - but tjat os a different challenge and another reason I hope of obtain exact measures.
Long, long ago when I was young, I built an 491 CID upon a 351 Ford Cleveland block - the 4 V-heads had HUGE ports. This was done with over-the-counter forged pistons, rods and a modified (machine shop work) crank from other Ford series motors and even Chevy for the rods. Cheap. It worked. And an incredibly tough and powerful motor.
If I can find the specs on rods, crank and pistons for my 928, I am no longer limited to ungodly and maybe even do-not-exist custom Porsche performance parts. A set of Carilla rods for a 283 Chevy, 318 Mopar, or 302 Ford (etc) might fit right - or better - with minor machining for clearances, or maybe a slight grind on the crank. It is not to avoid Porche components at all, though, but rather to find the best components within the widest possible range of selections.
I am sticky on being "correct" in theory when building a motor. Again, ancient history, when I build a 427 Chevy I had Racer Brown in California turn a custom cam to my exact lift and duration numbers - though there were hundreds to select from dozens of companies. They liked the concept so much they ground it for free and added it to their list of offerings. It did not make more horsepower, but rather made huge amounts of torque - necessary for old heavy hodrods and the 427s were not good for high rpms anyway. I also deliberately opted for heads with smaller ports - opposite wisdom at the time...
anyway...
IF you list your cams and or heads on Ebay let me know so I do not miss them completely. Thanks (A LOT!)
The options on cams for 928s is next to none and it is 928 cams or nothing. Cams are not as critical on a blower motor, but still matter. Heads will matter alot, particularly exhaust ports and valves...you have convinced me yours likely better.
Still a question, though. All Euro 16V heads are not alike across the model years, are they? Didn't they share the same heads in 1978 and 79 with US models? If you know...
Mark

[Warwood]

Still a question, though. All Euro 16V heads are not alike across the model years, are they? Didn't they share the same heads in 1978 and 79 with US models? If you know...

No they are not, but like all things Porsche they usually get better with every suceeding years development. The heads that I have came from the last series of 16V 928's. I do believe that when the 928S came out in Europe is the first year for big valve heads.

Also Euro intakes and throutle bodys are larger too.

The thing about forced induction to remember is that all things being equal, the more horse power your engine makes before it's blown the more it will make afterwards. E.g. An US 4.7L w/236Hp w/1 bar of boost will make less Hp than a Euro 4.7L w/310Hp w/ less boost. That is because if you multiply 236Hp X 1 bar over standard atmostphre you get 472Hp. So you can see where you get more than that much with power out of a Euro 4.7 with only .55 bar.

[Warwood]

BUMP

In a week they go onto ebay.