vryfast83704

As if anyone really cares or not, but my turbo with the boost at 1.4 bar while ingesting racing fuel runs 11.998 in a 1/4 mile. Which to say the least is a very, very exilerating feeling. I love how it just throws you sooooo....... hard in the seat, even the subs can't duplicate that effect. Anybody else out there have a late 930 turbo and want to swap some stories?. BY BBBBBBBYYYYYYYYYYYYYYYYYYYYYYYYYYYYYYYYYYYYYY.

YogsVR4

Don't have a 930. But I do love how they look Sounds like you have a sweet car - post some shots of that bad boy

__________________
Resistance Is Futile (If < 1ohm)

digitalmind

1.4 bar? That's almost double than what they are supposed to go, 0.8. I'd be scared to blow it up.

I have a 1986 turbo

__________________
digitalmind

Proud 1986 930 owner.

mike1125

Hey whats up? Just saw your posting... i have a 1989 Gaurds Red 930 Turbo with 17000 miles on it of course its totally stock. There is no exotic like a 930 turbo no matter what anyone says... I cant say ive seen a more exotic car and ive seen ferraris... sounds awesome i like it way better than the new porsches but ill prolly get a 996 next and keep the 930

jhillyer

The poster used race fuel to avoid that explosion, and feel glorious power. Plenty of resources for this online -- watch final compression ratio, usually not to exceed ~25 BAR on race fuel. This is the boosted charge, then pressed again (multiplied) by the stroke's compression ratio.

Pre 1995 compression is very low. Though the low compression is good for keeping heads cool and using junk fuel, it's great for brief sprints of up to 2 BAR on >93 octane. If a common piston/head/stroke combo is used to produce 7:1 compression, at 2.0 BAR of boost, final/effective compression is 21 BAR, enough to start knocking diesel. I think an EFI 930 can manage a piston+head combo, not stroked, at 8.5:1 at 1.0 BAR for a final 17 BAR, and great response with intermediate power, as the ECU delays ignition during trouble.

This California street fuel is max 91 octane. An Audi S4 at 9.3:1 at a simple 1 BAR is already near a final 18.6, with careful electronic ignition management for its long stroke, and if "economically" injected it knocks and delays ignition. Injecting extra fuel and delaying ignition is a sloppy workaround. I figure California fuel racketeers don't care about efficiency, favoring low octane, sending more fuel to be eaten by catalytic conversion.

__________________
You're wasting time reading this, move onward to the next thread.