924Board.org

Horizonblue · Posted: Wed Oct 22, 2014 9:04 pm Post subject:

I also have a 951 front om my car(fiberglass). I was ment to be installed on a 944 series 1, but I modified it and made some brackets, so it fits the 924 front and is mounted in the original boltholes. That took a long time.

Looks like you don't have the original 951 foglight/high beams under the side indicators.

I have a rear valance like yours laying around(fiberglass). When I bought it, I was hoping it was a "bolt on and go" job. But it was not, it fits terrible and I have to modify it heavily, to make it fit. There is a name on it, but I can't read it, too much paint.... I like it, it takes some of the round shape behind the wheels away.
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Euro 924, 1976

"If you can't fix it, don't break it"

/P.G. Andersen

leadfoot · Posted: Sat Oct 25, 2014 10:32 am Post subject:

Ringland break between 1st and 2nd rings, wont be anle to see it with a borescope
As for booster, if you change the angle you will destroy the seals in the master using the same bolt hole, the angle needs to be set correctly, you can though,
Use a hydroboost setup, which is alot thinner, bwm unit will be able to use a 951 master cylinder, mustang unit uses its own with a prop valve.
Or make a soldid plate, ditch the booster and lower the master down to achieve more leverage. You need to stiffen the direwall though and shim out the plate at the bottom to get the right angle.
Plenty of this info over on 944hybrids,
Stu
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1981 ROW 924 Turbo -
carbon fiber GT mish mash
LS1 conversion in progress...

Euro924S2 · Joined: 06 Mar 2008 Posts: 215 Location: UK

The 951 fronts are a real pain to fit, the zender rear valance are bolt on and fit like an OEM part - I'm guessing yours must be a pattern part if it won't fit well.

As for the J&S - I have high hopes for it!! I'm not sure if I can identify if it's always retarding the same cylinder as one has a lower knock threshold than the other 3 but if so it will be really cool as my adaptronic has individual cylinder fuel trim so I can enrich the knocking cylinder to try and cool the temperatures and lower the knock risk.

Interesting about the ring lands, presumably then when they are machined for the wider rings, the land between 1&2 is kept as wide as possible. I'm using total seal rings and only 1 ring is actually 'total seal' with the other being of conventional design. The 'total' ring can be fitted in either the top or second ring position (can't remember the indication for each now) but I was advised to put it in the top position - if it went in the second position with the normal ring on top then the combustion forces would equal out between the first and second ring lands taking some of the stress off the weak point??? What do you recon??

As for the brake booster, I'm not sure it's clear in the pictures, but I've preserved the booster angle by taking a 1" circumferential ring of material out of the centre of the mounting 'hat' and then re-welding the top to the bottom so the angle and design are the same, it's just the 'hat' has been shortened from a top hat to a bowler hat design!! I could have and possibly should have gone with a remote booster to help make some more room and make the packaging easier and ultimately flow possible better but I wanted to try and preserve the stock brake feel so keeping stock bits was nice if possible.

Cheers, J
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UK spec '83 N/A with 931 motor with Eaton MP62 'charger @ 15psi. EFI - 565cc inj. Standalone Adaptronic ECU. 951 FMIC. Ally rad. Twin throttle. Recirc valve. Custom manifolds and CAI. 232bhp

leadfoot · Posted: Sun Oct 26, 2014 6:44 pm Post subject:

hmm, not sure about the piston rings if it would make that much difference... time will tell
As for brakes I converted to front / rear and the hydroboost came with a prop valve, also doing a front 4 pot caliper upgrade, remember stock hp was 170hp and your increasing this by how much??
Stu
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1981 ROW 924 Turbo -
carbon fiber GT mish mash
LS1 conversion in progress...

morghen · Joined: 21 Jan 2005 Posts: 9095 Location: Romania

Stock was 210 as CGT still ran the same brakes.

Euro924S2 · Joined: 06 Mar 2008 Posts: 215 Location: UK

leadfoot · Posted: Mon Oct 27, 2014 6:54 am Post subject:

Yeah mate, for some reason was under the impression you had stock discs/calipers from a series 2, my bad...
I have to go back and re read your build details,
Stu
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1981 ROW 924 Turbo -
carbon fiber GT mish mash
LS1 conversion in progress...

Horizonblue · Posted: Mon Nov 03, 2014 2:30 am Post subject:

Regarding the rear diffuser, I saw this one some years ago, but never found out who has made this masterpiece. This is the one and only time I have seen a "real" 951 diffuser made to fit a 924.

Didn't look like an original one that was customized. I was pretty sure it was some sort of aftermarket product.

_________________
Euro 924, 1976

"If you can't fix it, don't break it"

/P.G. Andersen

MikeDanger · Joined: 21 Nov 2002 Posts: 774 Location: Denver

that actually does look like a stock 951 piece, I know as I have one from my 951 that I am modifying and I was looking at it just last night.

what he did is grind off the front section where it flares and the upper "lip" on the horizontal portion (on the side)
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It was either this or a giant box of legos