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ESC944
Joined: 21 May 2004
Posts: 747
Location: FL
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 Posted: Sun Apr 02, 2006 12:56 am Post subject: DIY POWER - LINKS and INFO |
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One of our new members posted this in the 931 Tech section, I am posting that along with some specific links, and will post from other sites, they make for good reading for the DIYer wanting to add boost to any car they own. Keeping in mind of course the particulars to the 924.
| OutOfTheBox wrote: | This is an excellent resource on turbo's and mods for anyone interested in messing with boost.
Its not for Porsche, but has excellent info that applys to all vehicles.
Its also NON COMMERCIAL so the info is not biased
http://www.turbosaturns.net/articles/articles.htm |
Last edited by ESC944 on Sun Apr 02, 2006 2:45 am; edited 1 time in total |
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ESC944
Joined: 21 May 2004
Posts: 747
Location: FL
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ESC944
Joined: 21 May 2004
Posts: 747
Location: FL
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| Posted: Sun Apr 02, 2006 1:49 am Post subject: |
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one of my fav short articles - best thing to gain from this - mocking up mounts in plywood or something similar
http://www.lextreme.com/scstory.htm
Anther fav of mine - side mount Eaton - another way to mount an eaton on the 924, same basic guidelines - of course the consideration has to be made to the whole - CIS issue - which involves proper routing of the inlet on the SC and of course the discharge - their are other examples of mounting an SC on the 924 cars - look on this board. In any case - this of course is a kit for the landrover - but - the side mount idea is a sound one and could be adapted to other cars. Of course which side - etc... well that would require some thought on your part, good reading though:
http://www.george4wd.taskled.com/scharger.html
DIY TURBO stuff - I really enjoy this site, even though I dont care much for mustangs:
http://www.turbomustangs.com/smf/index.php?board=15.0
Another setup - local to Orlando - the Dyno shop is about 15 minutes from me with traffic:
http://www.svt-focus.com/turbo.htm
Video at Orlando Speedway:
http://www.svt-focus.com/1525svtf.wmv
I encurage anyone else to post good links and information for the rest of us to learn from.
Turbos, rebuilds, boost, intercoolers, superchargers, Fuel Mods, etc... I will go through my archieves and post up stuff on CIS cars, which is very applicable to our cars.
Purpose of the thread is to provide a good broad base of information about performance mods - boost conversion and boost mods.
SO BOTH THE NA and the 924 TURBO guys have a common resource.
NOW KEEP IN MIND THE NA MOTOR HAS LIMITS AS DOES YOUR TRANS - DRIVELINE, BOTH NEED TO BE UP TO MODS OF THIS KIND. YOU CAN BOOST ANYTHING - HOW LONG IT LASTS UNDER BOOST IS ANOTHER ISSUE.
I WILL BE FOCUSING ON LOW COST CONVERSIONS - LIKE THE SATURN ONE FOR 800.00 OF COURSE - COST MAY VARY ON A CIS CAR - SINCE ITS NOT THE SAME AS A EFI - BUT THEIR ARE A TON OF VW/SAAB/VOLVO ARTICLES ABOUT BOOST AND CIS - SO I WILL BE POSTING A LOT FROM MY ARCHIEVES.
I may comment, but my initial thoughts are to keep it independent - dont listen to me other than the bit about engine and trans - make your own informed decisions.
I hope that people will approach the subject with an open mind and not jump on the by a 931 bandwagon or the whole it costs to much, or your motor will go boom rant.
Lets keep it civil, lets keep it open and please gentlemen - those of you know who I mean - contribute something.
If you disagree or dont feel its wise, lets here real data why you shouldnt boost a NA motor or whatever...
Serious - lets hear exactly why its so cost prohibitive, or will blow up or fail, etc... But remember:
BAE and Windblown kits seem to work just fine, not to mention other kits or DIY stuff. Seems to me we have atleast 4 conversion on here 1 BAE turbo, 3 Superchargers. Oh and 2 Nitrous cars.
More than one person has looked at building a better turbo manifold. Making a NA manifold would not require much more work.
One should note that the BAE kit and others like it are rather sparse - as far as support ware goes. |
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ESC944
Joined: 21 May 2004
Posts: 747
Location: FL
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| Posted: Sun Apr 02, 2006 1:55 am Post subject: |
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More Saturn Stuff and a lot of good questions about adding a turbo:
http://www.qksltwo.com/turbo/diy/1.html
It talks about these questions:
1. What are your goals? How fast do you want to go? How much boost and what kind of driving do you want to do?
2. The motor. Is your motor ok to boost on? Should you build the internals before boosting at all?
3. The manifold: What style should I get? What kind of flange?
4. What kind of turbo should I get?
5. How do I add fuel to my turbo system?
6. Intercooler
7. Intercooler piping
8. A blow off valve is necessary
9. Boost controller
10. Gauges
11. Oil feed line |
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ESC944
Joined: 21 May 2004
Posts: 747
Location: FL
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ESC944
Joined: 21 May 2004
Posts: 747
Location: FL
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| Posted: Sun Apr 02, 2006 2:44 am Post subject: |
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TURBO CIS-E
http://forums.vwvortex.com/zerothread?id=658660
OLDIE BUT GOODIE - CIS 914 TURBO MOTOR IN A BUS:
ttp://www.shoptalkforums.com/viewtopic.php?t=85128&postdays=0&postorder=asc&start=0&sid=71cdf01a20408274811a32661458db3f
924 INDIAN RED - expensive mods to buy at the time, but can be duplicated for less. ACG - mentioned as well.
http://www.geocities.com/the_924_site/IndianRed.htm
| Quote: | The motor was punched out with Dr. Ottinger’s high quality Okrasa 2300 stroker kit, which raises the displacement from the stock 1984 to 2227cc. The stroke is upgraded from 84.4mm to 90.5mm with the beautiful Okrasa stroker crank, a made to size forging that’s a work of art. The crank is Nitrided for extra strength, and is a piece to install and forget.
Much-modified stock connecting rods are used. They are lightened, polished, carefully sized and shot-peened for added durability. Larger (by 2mm) 88.5 Mahle autothermic pistons from the Okrasa kit were used, a high quality die cast design with steel inserts to control expansion. They allow a much closer tolerance to the cylinder wall than a forged piston, with better cold sealing and noticeably lower noise levels due to reduced piston slap. The pistons are originally intended for use with the "flat" 924 head and when used with the Turbo head yield a compression ratio of 7.5:1, lower even than the 110hp motor’s stock 8.5:1. This was upped to 9.7:1 in the BRD motor by "decking" or milling the top of the block by 2mm, effectively raising the piston up closer to the combustion chamber. This approach is not without repercussions, as the shorter distance now requires a Dial-in Cam adjustable cam sprocket to correct cam timing and a shorter timing belt. The oil system is stock, with the exception of a custom oil cooler and filtering system by BRD.
Breathing is the key to any engine’s performance, and is an especially weal point of the 924 motor. The biggest culprit is the cylinder head with the combustion chamber in the pistons. Porsche was fully aware of the problem in airflow, which is why they had the Porsche designed Turbo cylinder head approved for use in SCCA D production racers. Precision chose a BRD modified Turbo head as the heart of this motor. BRD has done extensive research on 924 heads and the Turbo head in particular, with several cylinder heads literally ground into dust on the path to airflow enlightenment.
When the dust and aluminum chips had settled, and the drone from the Super Flow Bench quieted on last time, the value of all the BRD research was indicated in the numbers. Using the stock 40mm intake and 36mm exhaust valves, the Turbo head flowed an additional 25 percent more air than before the modifications, and a whopping 55 percent more air than the stock head. Clearly, by using the stock size valves and flowing more air through them, port velocities had increased radically. More port velocity and airflow combine to produce several effects; improved low end torque with better drive ability, more efficient cylinder filling and , most importantly, more power. And the stock, forged ATE valves are of a much better quality and give a longer life than most after-market valves. Larger valves were completely unnecessary to upgrade performance, even with a 2.3 liter motor, and could in fact hurt the bottom end and efficiency with lowered velocity.
The stock valves are lifted by a Schrick camshaft with 272 degrees of duration and .500 in of lift and a stock base circle. The dial in cam adjustable cam sprocket is retarded a corrected two degrees for the best performance with this particular camshaft. With this cam, the motor has a bit of a lopey idle and is a trifle soft on the bottom end but really comes into its own in the midrange and at high rpms.
A "937" head gasket, from the Carrera GTS, and late model upgraded stretch head bolts were used to batten the head down to the block and hold everything together. A 1980 924 turbo intake manifold was used to direct the air to the head, fitted with a larger Neuspeed throttle body from APS. The manifold was carefully match-ported to the larger throttle body and had extensive porting work to improve airflow. Surprisingly, the manifold matches up to the stock injection airflow plumbing with no problems.
To handle the exhaust, a EuroCar anit-reversary header was used. Experience has shown this to be the best header for the 924 to date, although it is no longer available. A Borla free-flow stainless steel exhaust, complete with that tiny catalytic converter, carries the hot gasses to the rear of the car. (Funny isn’t it, how tiny and bad for performance the early converters were for the U.S. market, but when German law started encouraging converters, Porsche came up with systems that offer no loss in performance!)
Even a box stock 924 responds well to carefully researched timing curve modifications, and this hot 2.3 was no different. A recurved distributor, keeping all the stock vacuum advance and retard features is the only ignition change. It was specifically developed by Precision for the higher compression motor and helps the bottom and even more.
In the interest of good drive ability, cold –start characteristics and emissions, the stock fuel injection was retained, along with all other emission controls. The CIS fuel injection required a minimum of changes to keep up with the bigger motor and increased airflow of the BRD Turbo head. Higher flow injectors were fitted and the system pressure was raised from 5.0 to 6.2 bar- that was it. The result is trouble free driving, with all the good CIS features, a clean exhaust, great performance and a clear conscience.
Few changes were needed to get the power from the BRD motor to the ground. Precision fitted a lightened flywheel, but the stock 924 clutch was retained and has given good service. The 79 924 came fitted with the Porsche built five speed, which was left unmodified. Other underpinnings were modified to help the chassis keep up with the added power, including Bilstein gas pressure shock absorbers and upgraded anti-roll bars. Benefiting a car with this kind of performance level, safety devices roll café was installed, carefully following the contours of the stock bodywork with a perfect fit and minimal intrusion into the interior. ... |
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ESC944
Joined: 21 May 2004
Posts: 747
Location: FL
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| Posted: Sun Apr 02, 2006 2:53 am Post subject: 924 Compared to a 930!! |
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Another 924 - stacked up against a 930 WTF?
http://www.geocities.com/the_924_site/WindBlown.htm
Pictures are on the site - but if his site sees to much bandwidth, articles are not available So here it is without the pics.
| Quote: | Another Puffin Porsche By John Dinkel
You might think R&T is starting to sound like a broken record, but darn it, we are frustrated. The cause of that frustration? Porsche 924. On paper it has all the makings of a great GT. In truth, the steering, handling, interior layout, seating, instrumentation and styling are all in the Porsche tradition. And we must admit evolutionary improvements have alleviated a few of the niggling problems that have plagued the 924 since it was introduced in 1976 (especially a classic case of freeway hoppus Californium.) This brings us to the reason of our discontent: the engine. The Audi designed 2 liter is noisy, rough and buzzy and adding injury to insult, gives performance hardly commensurate with a GT of the 924’s supposed stature and price – now up to $14,000
Boast about a 0-60 time of 11 sec and running the quarter mile in 18 sec flat to your less well to do friends in their Toyota Celicas, VW Sciraccos and even Dodge Colt Hatchbacks and VW Rabbits and the laughter will be heard clear to Stuttgart. And short of committing hara-kiri (that only works with under powered Japanese cars), your next move might be to slow tail it in the direction of your local Porsche purveyor and hand the salesman a deposit on a 924 turbo. If you’re well heeled, the turbo’s expected $20, 000 price tag won’t dissuade you from using such an extreme method as a means of gaining back a measure of your wounded pride. But if you’re like most 924 owners we know you purchased a 924 because one, it’s a Porsche and, two, it’s relatively affordable. And a twenty grand price tag is enough to make you contemplate trading in your string back driving gloves for some insulated mittens and grabbing the next slow boat to Alaska.
Keep the faith, 924 owners, there’s another solution. Have you though about aftermarket turbocharging? Yes, I know you’ve heard all the turbocharger horror stories, blown head gaskets, parts that don’t fit, instructions to complex and obscure you need PhD’s in engineering and cryptography to decipher them, blown head gaskets, overheating, detonation, blown head gaskets, exhaust leaks, blown head gaskets.
Obviously there’s some truth to the stories, sometimes the kits are improperly designed, but more often than not, it’s careless installation or driver abuse that ultimately results in problems. There’s not much I can do about the latter, but I can tell you about an aftermarket turbo for the 924 that transforms the Porsche into what I believe is the most flexible, most driveable and nicest running turbocharged car production or aftermarket I have driven. Admittedly, I haven’t driven the factories 924 turbo, which Joe Rutz found is a sensational performer in European trim, but I’ve driven and tested the production turbocharged Ford Mustang, Buick LeSabre and Riviera, Saab Turbo, Porsche 930 turbo and several aftermarket conversions. As far as I’m concerned none can match the 924 turbo system developed by Windblown Systems located at 158 Merrick Rd. Amityville N.Y 11701. 516 691-1733.
Fred Dellis. President of Legend Motors, a Porsche Audi and Fiat dealer is Amittyville and President of Windblown Systems emphasizes that "system" not "kit" is the proper way to describe the turbo Windblown has engineered for the 924. "It’s a system." Dallis says, "because it’s a totally professional execution of engineering, manufacturing and testing down to the smallest detail. It’s an excellent complement to the fine product it is to be used with, using the same standards or higher of workmanship and quality throughout."
Words like those are easily spoken, but Dellis can back them up with facts. Consider Quality. Windblown provides an AiResearch turbo, a special cast iron alloy, exhaust manifold, a cast iron turbine discharge housing an aluminum compressor discharge casting, and braided stainless steel oil feed and drain lines, silicon sparkplug wires, a Rotomaster wastegate and a VDO boost gauge. Consider attention to detail. Check the photo showing the system in exploded form. Everything you need to install the turbo properly – down to the smallest washer, cap screw or hose clamp is provided. You’ll find heat shields for the sparkplugs and the alternator drive belt and the completely engineered exhaust system of 2.5 in diameter mild steel tubing including a muffler. You also get a clearly written 10 page instruction manual complete with diagrams and a template for correctly drilling the oil pan.
Of course, it’s the results that count. The system must perform and also – and this is especially critical for a turbo-charged installation – it must be durable and reliable. Durability and reliability of the turbocharger and the engine it’s matched to are functions of several factors; how well the kit or system is engineered, proper installation, regular maintenance and driver sensitivity. Obviously, starting a cold engine and immediately giving it a dose of full boost in not conductive to longevity. To date the total mileage on the four turbo 924s Windblown Systems owns exceeds 40,000 miles, with one car accounting for 25,000 of those miles including 54 hard laps around Bridgehampton Raceway. Dellis reports no problems or failure with any of the cars.
Results are easier to quantify, My testing of a 1978 4 speed equipped turbo 924 resulted in 0-60 times averaging 6.7 sec and quarter mile flashing by in 15.3 sec at 90.5 mph, reductions of 4.3 and 2.6 sec respectively, compared to a normally aspirated 924. Want more proof? The time to reach 90 mph is nearly halved; 15.2 sec Vs 27.2. That’s impressive. But if you’re familiar with turbo installations you’re aware that the gain in top end performance often comes at the expense of bottom end acceleration. Lay your fears to rest. The Windblown turbo scoots from 0-30 in 2.1 sec compared to 3.3 for the stock 924. And that time is only 0.2 sec slower than a 930 Turbo.
This ability to have your cake and eat it too is the result of a major breakthrough in turbocharger design – bias boost control. It works this way. A pressure signal from the exhaust upstream of the wastegate and vacuum signal from the intake manifold are fed together in a predetermined ratio directly into the wastegage. This pressure/vacuum ratio, the wastegate actually "sees" is a function of the velocity of the exhaust gases and the depression in the intake manifold. Both of these, in turn, are a function of the throttle opening and the engine rpm. Tricking the wastegate in this fashion means that with an 11-psi relief spring in the wastegate, the turbocharger produces 9 psi of boost from 2800-4800 rpm; from 4800 to redline the boost progressively drops to 5 psi.
This does several good things. Restricting the boost as the load, the rpm and thus the peak cylinder pressures and temperatures build up, matches the boost curve of the turbo to the engines octane requirements. With bias boost a Windblown 924 can operate without detonating on generally available 93 octane premium unleaded fuels. A conventional waste gate set to blow off a 7 psi wouldn’t give the optimum safe 5 psi boot Dellis feels is necessary at high rpm. Neither would it allow the extra low-end punch achieved by going to 9 psi boost at low rpm when the engine is less susceptible to detonation. It also mean the stock 8.5:1 compression ratio can be retained. This is one of the reasons why the European factory 924 Turbo engine has a 7.5:2 compression ratio with its 10 psi of boost; under full boost the effective compression ratio jumps to 10.8:1.
Only one word aptly describes the Windblown turbo 924 installation; sanitary. The turbo nestles in the right front of the engine compartment with the waste gate directly above it. The precision look of the exhaust manifold casting is particularly impressive. In fact, the whole installation is no professional looking you could be fooled into thinking it was engineered in Stuttgart, except for the Windblown Systems, Inc. lettering on the handsome aluminum compressor outlet casting that mates with the stock throttle housing.
A few words about the waste gate. The Rotomaster unit regulates the turbocharger speed by controlling the volume of the turbine inlet gases, a design that allows the turbocharger to produce only the required boost level without limiting the fuel/ air flow though the compressor stage of the turbo. Such a design would cause the turbo to operate less efficiently, resulting in higher intake manifold temperatures and increasing the possibility of detonation.
While the wide-open-throttle performance of the Windblown 924 is certainly sensational, what impressed me even more was the driveability and flexibility of the engine under all driving conditions. Turbo lag was almost unnoticeable; I could have sworn the engine was normally aspirated if I hadn’t had a boost gauge to watch. That quick 2.1 sec 0-30 time is proof that this turbo is highly motivated. But I could stomp on the throttle with the transmission in 4th and the engine trundling along at 1500 rpm and immediately feel the engine smoothly build power. Try that with a stock 924 without shifting down at least two gears and you’d find yourself going nowhere slow.
Deceptive is how I describe the turbo 924’s performance. There’s no neck snapping acceleration such as you experience with a 930 turbo. Instead the smooth, quiet power buildup lulls you into disbelieving the speedometer, which in these days of 55 mph speed limits can be a costly mistake. There’s nothing deceptive about what the turbo does to the 924 engine’s usual assortment of rattles, wheezes and booming resonance: It muffles all of them. In addition, the engine runs through its rev range so quickly that vibrations, though still present, don't have time to jangle your nerves.
Dellis believes that only way to support a high quality product like the Windblown turbo 924 system is with a well structures distributor network supported by high-caliber factory sales and service personnel. Such a network is currently being developed. Also underway is the testing necessary to obtain a clean bull of health from the EPA. Windblown Systems has submitted a 924 for testing under federal emission test procedures and based on the results of the test, indications are that conformity has been met. By the time this issue appears written conformation should have been obtained. And work is proceeding on similar turbo systems for BMW 320I, 528I, 633I models, the VW Scirocco and the Fiat X1/9. Compared to most turbo kits, the Windblown system is expensive; $2085. Installation – averaging 18-20 hours for the first time installer – would cost $350 - $400. On the other side of the ledger, however, are the quality and completeness of the system, the impressive performance gain per dollar spent, the enormous improvement in flexibility and the welcome reduction in engine noise and roughness. Any current or prospective 924 owner who can’t afford a factory Turbo owes it to himself to find out more about the Windblown turbo. The Transformation truly has to be driven to be believed. |
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ESC944
Joined: 21 May 2004
Posts: 747
Location: FL
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| Posted: Sun Apr 02, 2006 2:57 am Post subject: |
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FOG TOWN ROCKET
Transformation of a 924
VW& Porsche Nov/Dec 1988
By David Fetherston
http://www.geocities.com/the_924_site/Fogtown.htm
quote/shown without pics:
| Quote: | Eddie Chan has been a fancier of the 924 from the first moment he saw one in Car and Driver in 1976. It took a while to get what he wanted, and little did he realize at the time he purchased his brand new Copper Gold 924 in 1978 that it would still be with him 105,000 miles later, gracinf the pages of a Porsche magazine.
Eddie used the 924 as his everyday driver, clocking most of its mileage over eight years. In the meantime, he journeyed through a succession of other Porsches, which he modified with great success. One particularly nice project involved taking a stock 930 and adding a slope nose and Ruf turbo. And the little 924 continued as a parts chaser for his business. "The Auto Studio" in San Francisco.
Slowly, the 924 started to change. Eddie added a front air damn and a few other little pieces, including a 81 five speed transaxle. But, it was a trip to Germany that convinced him that his reliable little coupe should take a trip of its own, to the workshop and a series of modifiations that would last over a year.
Chassis components were researched and selected in Germany. Eddie chose Weltmeister springs and sway bars along with Bilstein shocks and a set of BBS three piece, 16 modular wheels – sevens and nines wrapped by Pirelli P700 205/55VRs 245-45VRs. The brakes have also been upgraded with the latest Ferodo metallic pads.
Although the underpinnings were sitting just right, Eddie needed to widen the body a bit to accommodate the considerably larger tires and give it a little more "flair". He accomplished this by using a Carrera GTS box flair kit on the rear and 944 fenders on the front. The match-up looks surprisingly good, especially when used in combination with the front GTS Euro bumper and spoiler a la 944, the fixed GTS racing headlights with their clear covers and the matching side skirts, rear apron and Euro bumper. Also, knowing that the power-plant was not going to remain stock, Eddie added a raised GTS hood scoop.
A very special rear widow package was the next to follow. On his second trip to Germany he managed to find a Strosek rear hatch to replace the original bulbous rear backlight. Not quite satisfied with the look of the hatch and wanting to incorporate a rear spoiler, Eddie molded in a GTS turbo – style whale tail spoiler, which now provides the rear with the audacious look of a factory racer.
The interior was not ignored either. Chris Santiago finished it in leather and velour over a set of Scheel seats, and a Momo "Porsche design" wheels went on the steering column. The control systems were also upgraded with a set of VDO Night Design guages and an adjustable turbo boost control. In keeping with this outrageous package Eddie wanted a sound system to match. He has a speaker box custom-built into the rear compartment to house Precision Power amplifiers and Nakamichi speakers. The box work includes a Coolink blower fan just to keep the 650 watt amps cool and super duty wiring package from Monster Cable. There back up the dash mounted Soundstream 308 stereo and separate tape player.
Eddie had GHO Machine in Burlingame expand the original 2.0 liter motor to 2.4 liters, and install a 10mm head stud kit. He then reassembled the motor using Mahle 7.3:1 turbo pistons on a newly balanced crank with stock Porsche bearings.
The distributor was re-curved and fitted with a late model Bosch electronic ignition and Bosch coil, plugs and wires. Keeping the timing up to scratch is a Dial-in Cams .470-in. lift/245-degree duration cam running Carrera lifters and dual Dial-in Cams springs.
Th head is still the original 78 924, though it has experienced a rather dramatic metamorphisis, having been ported, polished and cc’d. The stock valves have been replaced with Carrera GTS 44mm on the intake and 35mm on the exhaust.
The induction and exhaust system were both set up carefully with a combination of custom, factory and aftermarket items. Using a Rotomaster turbo, which produces a 20 psi max boost, Eddie fabricated the induction with custom intercooler plumbing, a Weber throttle body running on the stock Bosch fuel injectors and a Turbo Master intercooler. The turbo is fed by a cast BAE 2.5 inch exhaust header system into a Sonic Turbo muffler, fitted with Ansa tips.
His engine development program has turned the soft 100-hp four into a 270-hp bruiser at 700 rpm on the dyno. On the street, its increased power can rocket the coupe from 0 to 60 in five seconds flat with a top speed well over 150 mph.
Eddie is a man with a perpetual Porsche drivers grin across his face. He loves driving this little street beast as much as he likes working on it. Nonetheless, this is not the end of the project, but merely a turning point in the building of the ultimate street 924. |
Last edited by ESC944 on Sun Apr 02, 2006 8:38 am; edited 1 time in total |
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ESC944
Joined: 21 May 2004
Posts: 747
Location: FL
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Tigger937
Joined: 11 Apr 2004
Posts: 914
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| Posted: Sun Apr 02, 2006 5:42 am Post subject: |
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One of my favorites:
http://not2fast.wryday.com/
_________________
1981 931 (Concours)
1982 931 (Daily Driver)
"Think outside the box" |
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ESC944
Joined: 21 May 2004
Posts: 747
Location: FL
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| Posted: Sun Apr 02, 2006 7:14 am Post subject: |
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| Yea good one Tigger, got them in the old fav folder. Very good. Thank you for posting! |
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Tigger937
Joined: 11 Apr 2004
Posts: 914
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| Posted: Sun Apr 02, 2006 7:54 am Post subject: |
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Whatever happened to Precision Motorwerks? And who is BRD?
_________________
1981 931 (Concours)
1982 931 (Daily Driver)
"Think outside the box" |
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Peter_in_AU
Joined: 29 Jul 2001
Posts: 2743
Location: Sydney, Australia
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| Posted: Sun Apr 02, 2006 10:38 am Post subject: |
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there's so much good stuff in here I've copied it to the Links forum so it won't get lost.
_________________
1979 924 (Gone to a better place)
1974 Lotus 7 S4 "Big Valve" Twin-cam (waiting)
1982 924 (As featured on Wikipedia)
Learn to love your multimeter and may the search be with you |
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ESC944
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Posts: 747
Location: FL
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ESC944
Joined: 21 May 2004
Posts: 747
Location: FL
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924 FAQ (Technical)
