924Board.org

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Just got back from the dyno after having upgraded the clutch and converted to EFI (well flex fuel really).
Everything ran smoothly, had to change plugs for the last pull. From a NGK bpr7es to BR8ES. Colder and non protruding electrode.

It made a healthy 375 at the hubs! at 1.86 bar (27 psi)

I'm quite happy with that! Not sure my gearbox and torque tube are as ecstatic.


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/Magnus, Stockholm Sweden
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Porsche 924 -79 NA, EFI and Turbo.
Porsche 931 -79
Porsche 911 -77, 3.2 Targa
Porsche 911 -69, 3.6, Coupe

[morghen]

Congratulations, a fantastic result!
And here i was thinking that the standard pistons and 9,3:1 CR cant take much more than what i'm putting trough the supercharger setup (0.3bar)
With more of these cars proving the strength and potential of the 924 2L lump, soon enough we will have other make car guys swapping in our 2L into other cas

[Cedric]

Im so happy for the success you had with the tuning, and i love the simple approach. Ive been trying to tell people for years to not overcomplicate things and put money where you get most out of it, to get power out of these things. Your project is like that and achieved some great results, im glad to see it happening.

I dont think project black dynoed more than this? So is this should be the stock(ish) engine world record so far? Need to go back to that thread and have a look:)

Your std 924 brakes will probably have the time of their life, these are the pads we talked about HB198N.685
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1980 924 Turbo
www.instagram.com/garagecedric/

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[Cedric]

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The 1.8T rods are not impressive.

The engine was knock limited on gas. He had to dial back the timing on top to keep the knock away.
Now with ethanol he gave it back a few degrees, 4 I think. With that the power increased and the boost lowered (keeping it burning more in the cylinder).
From 235@1.05bar on 98 to 247@0.9 bar on e85, if I understood him right.

He was very pleased with how the ECU calculated the fuel from 98 map to e85 map with the flexfuel sensor. Just a few load cells that needed a maximum of 5% correction.

We talked a bit about his race car (drag racing) and engine. He use a 3rz (think that right) 2.7 liter 4 banger with a 4 valve head, found i Toyota Hiace, van engine!!
Its a big cast iron block, big forged crank, much like the 924 except it has a head that flows a lot.... He was making 1500+ hp with 4-4.5 bar running 6 second passes. He had a larger turbo on the shelf when he needed more boost....
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/Magnus, Stockholm Sweden
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Porsche 924 -79 NA, EFI and Turbo.
Porsche 931 -79
Porsche 911 -77, 3.2 Targa
Porsche 911 -69, 3.6, Coupe

[morghen]

vw 1.8t rods leave the block at 350Nm.
The vw 1.8t engine may be easy to tune and get some extra power since it has a good engine management...but if you strap a good engine management to the 924 engine...as proven here and before, you can get results like 350-450hp and 500-600Nm of torque.
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https://www.the924.com

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I can add that the intercooler works really good, cheap China stuff, 3" 600mm by 300mm.
Intake temp held at 37 degrees C and it was about 25 C ambient (if not more).
It was quite a task to fit but well worth it. The dyno had a pretty good setup with blowing air on the front.

Coolant did not go over 85 C.
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/Magnus, Stockholm Sweden
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Porsche 924 -79 NA, EFI and Turbo.
Porsche 931 -79
Porsche 911 -77, 3.2 Targa
Porsche 911 -69, 3.6, Coupe

[chuck21401]

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3rd to 5th street pull, in Mexico or German autobahn...

https://www.youtube.com/watch?v=r7ZmwlBSBBw

Scary enough with stock brakes!
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/Magnus, Stockholm Sweden
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Porsche 924 -79 NA, EFI and Turbo.
Porsche 931 -79
Porsche 911 -77, 3.2 Targa
Porsche 911 -69, 3.6, Coupe

[morghen]

Pretty mental
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https://www.the924.com

[Beartooth]

That's darned impressive - that thing runs like a scalded rat! Makes me more tempted to add water injection to mine and push it up. Once I get it road-worthy... I notice the temp gauge has shot up in the red by the end of it; not too surprising unless it's got a bigger radiator (and at this power level, maybe even that's not enough). I figured the stock bottom end could hold quite a bit more power, but would have guessed the "goes boom" zone was lower than this. Hopefully it holds up; even if it doesn't, all you'd have to do is throw another engine in and back it down a bit. It seems to me all the octane you're throwing at it (e85 - ok, it's technically not octane), is the key. Cast pistons are really only fragile when it comes to the shock loads of detonation, and it's easy to have it going on when you think you've backed down below that line- people get low levels of detonation that go undetected and destroy the engine sooner or later, and "it must be the cast pistons!" I've seen this on performance two-strokes (in snowmobiles): they run closer to the edge than most engines, and even with knock detection systems, they can self-destruct; happened to me, and I never had a warning from the ECU. But with all the effective octane you've got (plus good tuning, of course), it seems you've not just tamed, but slain that dragon. Definitely a lesson I'm taking to heart if/when I start pushing mine up.
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1980 931 diamond in the rough

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