content removed

The expense and work involved in properly turbocharging a Type IV probably compares well with doing a WRX conversion. I'm guessing thats why there isn't a ton of interest in a proper turbo kit. Not to mention that its not hard to get 300 RWHP from a WRX motor in a 914. I suspect that getting the same power from a Type IV would be either waaaay more epensive or much less reliable.

-Tony

I was a Subaru conversion doubter until I saw a nice Renegade turnkey job. Wow 250+ horsepower and the install looks like stock. Anyone wanting a 250+ HP car with modern day reliability needs to take a look at this as an option.

Yeppir! Sure can!
See Excellence, June 2002.

But of course . . . 'tis a joke

917 flat 12?

Yeah, could have chosen the 16, but that would be overboard!

content removed

6 years and still running perfect! 2.0 4cyl. Bosch CIS KKK 26 turbo. 9lbs. of boost on the street 200 HP, 14lbs. on 100 octane race fuel on the track

There's a KKK 26 turbo on eBay right now for about $25

Hey, what head temps do you get??

Boy, over 1100 views and only 86 votes ,

No wonder this country is in the pits - -

Turbos are great for big hp gains but if you are competing in AX or time trials a turbo is going to bump you up to a higher level of competition. Not only that, adding a turbo isn't currently available as a bolt on since there are no complete kits available. A good deal of fabrication, including welding is required.
Engine conversions take too long and usually involve too much fabrication to be considered bolt-on IMO.
Tires are not a power enhancement. They only increase cornering potential, not acceleration.
Driving lessons are not a power enhancement, only a driving aid.
In reality there is only one choice for the most effective 914 bolt on power enhancement, and the poll supports this. The only other way to make much more power with a N/A engine is to split the case and put in a new camshaft along with everything else that entails.
Oh, and the upgraded exhaust system is a big plus if you do install a fatter cam.

head temp stay between 325 and 350, oil 180 to 200 degrees

I bolted on some 'Tornados' and kicked ass on local outlaw yugo gangs

Let's see. A simple bolt on power enhancement would be a bigger engine!!
Unbolt the old one and bolt on a bigger one.

For the 917/10 Can Am car, Porsche decided that the way to go was to turbo the flat 12 and discontinue developement of the flat 16 cylinder engine. They then applied this experience with turbocharging to various 6 cylinder based racing cars.

Sammy, Could you please explain why you make this distinction? Just curious.

content removed

content removed

a 'V ' designation for an engine configuration implies that the engine has its cylinders set in a "V" angle opposed to each other.

a flat or horizontally opposed engine implies that the cylinders are split and opposed from each other.

these desiganations have nothing to do with shared rod journals or the number of main journals.

Flat 12 engine
From Wikipedia, the free encyclopedia
Jump to: navigation, search
The Flat 12, or "Boxer 12" as it is sometimes called, is an internal-combustion engine which employs twelve cylinders aligned in a horizontal fashion. This engine is similar to the more common V12 engine, except for the fact that the twelve cylinders are aligned horizontally so that the engine is for the most part "flat", hence the name

content removed

Sammy is correct as per the Airframe & Powerplant Mechanics Powerplant Handbook, page 11.

Printed by the US Department of Transportation, Federal Aviation Adminsitration

Has anybody seen the article of the dude that took two kawasaki six cylinder blocks ( upper case halves) and made a new crankcase and had falicon make a new crankshaft to become a V-12 motorcyle engine??


2600 cc's of 14000 rpm fury!! Somewhere on the order of 300 HP, normally aspirated -



Imagine THAT engine with a stout enough crank mated in a teener chassis...

Talk about bragging rights!

I think the cheapest way is to install a 911 250MPH speedo meter and just tell everyone its a screamer and that you drive the speed limit because you are a good citizen.

You want real hps? Bolt on a V8 or a suby 2.5 WRX STI.

who would call a engine that has not have its cylinders at an angle of 180 degrees a "V" engine? maybe i missed that day in geometry where when two points 180 degrees from each other intersect at a common point between them on the same plane can be called a "v" tangent.

as for the engine configuration an engine that fires at 180 degress would only fire a power stroke at 0 and 180 degrees[6 cyl. at a time]. is this what they are saying? or does it fire every 60 deg. [2 cyl at a time]? or 30 deg. 1 cyl. at a time?
if your talking about how the crank is cofigured a share rod journal as opposed to non- shared doesn't matter, it would just make the case length longer. the firing order and timing do not make an engine that has its cylinders 180 deg. to the crank shaft a "v " engine.

i'd like to see that A&P section scanned.

no wonder ariplanes fall out of the sky.

The problem with this definition is that it implies that 'V' configuration and '1 crankpin for each pair of cylinders' are synonymous, and this isn't the case. "Two cylinder, V shaped engines with separate crank pins for each cylinder are more properly called "V-2" engines, however, proper identification of V-2 engines is uncommon."

i wonder how you and i both quoted the same source with different definitions.

I'll have to see if I can find my notes from school where we discussed this issue with the boxer verses "V"...it has to do with the "throws" and shared journals....it really depends on the crankshaft, so you yes, you can have a true 180° flat 12 and you can have a 180° flat "V" 12...the former crank design is not as common

and it was not discussed in geom. it was the Powerplant/Engine class....

A lot of faiarly cheap power and a few good years--just what most of us want. So can you draft out the whole conversion you did for us to follow? What fuel feed source--EFI or carbs? Who's ? What was approx total cost (starting w/a good motor)? Some of us would love to experiment a bit if we had good guidelines (and temp. monitoring at the cylinder head). -Chris H.

Chris,

CIS is MFI. It was used in rabbits and 2.7L /6 engines. I don't know how he did his his conversion, but many people in the watercooled world have done CIS turbos (though they usually use the later version of CIS as found in MkII IIRC, golf/rabbits).

1. decent muff system
2. periodic maintenance
3. electronic ignition
4. Tires

CIS & MFI are entirely different animals.

Years back, Wayne Baker used a BMW (2002 IIRC) MFI set up on his IMSA 914 4 banger race car. He was very successful.

Yep, I mis-typed. CIS is a mechanical fuel injection system since the pump is the only thing that needs to be electrically powered, but not MFI like found on old bimmers and long hood 911E/S's.

If the truth is told...lots of 914 owners <from my point of view -and yes Elvis and Michael Jackson are DEAD> look at the $400 bolt limit as what we can spend and hide the receipts from the better half! Bill

my favorite bolt on is Chappy's engine

CIS is a great simple system and adapts to boost easily. Add a boost sensitive WUR from a Volvo or Audi turbo and the fuel system is taken care of. In the early days of boosting rabbit motors, a LOT of us did it. You would still need to deal with remapping the spark advance curve, not sure how to do that with the stock parts available for the type IV, so you'd probably end up with aftermarket ignition.

After about 3 years of a bunch of us mucking about, we found the limits of CIS pretty quick. It's simple to get installed and started, but it gets complicated to tune. Because of that, a LOT of us went to Digifant I injection sourced from G60s. Cheep, easy and more than capable. I'll bet it'd even adapt to a TypeIV pretty easily.

The result of all those mistakes was eventually summed up into a single doc: http://www.not2fast.com/vw/stuff/easy200.html

You'll find the same doc all over the 'net

if I could vote again after driving my 914 for 4+ years, I would still vote for "complete exhaust"

Who keeps digging up these old threads?

n/m delete

Wow with a DTM and an ecu setup to control it that is really not to spendy considering the engineering costs to develop a kit that works well and doesn't detract from the original setup. I hate to hear that the teener's didn't just jump all over that. And I am sure you picked just the right turbo, so it spools nice and quickly.

Tis a shame.... Raby if i had a TIV and some money I would be buying a kit from you.... hell i wish i had a type 4 so i could run that sick cable pull linkage setup you made for independent carbs or throttle bodies.

Keep up the good fight Raby

This is the best one:

There aint nothing, and I mean nothing like the feeling you get when the intake manifold pressure goes positive.

there is no replacement for displacement.

Solid Rocket Boosters but hard to control..

Next best thing ..... My engine....Ha

Some of the Red Heads featured in the Hot Chicks Thread......Ha