[s-cars] My butt momentarily in a BMW

[Cody Forbes]

If taking the engine out of a 930 seems complicated it must have been a first time experiance for all involved and/or you didn't have the right tools. It's insanely easier then working on a quattro clutch (my experiance here is rather focused on type 44's, but I doubt others are vastly different).

The 930 engine is dead nuts reliable with stock components up to 450hp no problem as long as the right person built it and the driver knows what the red markings on the tach and oil temp gauge are for. Yes, I'll admit that it's likely to leak a little bit of oil sooner then later, but it shouldn't have any mechanical troubles. If it does, and I'm sorry this may sound harsh, find a new engine builder and/or person to tune it. When I worked for my father @ Black Forest Racing we had 930 track cars in the 400-450hp area that ran multiple seasons of racing with no rebuilds needed outside of a money-shift. Amsoil used 60-hour-old main and rod bearings out of one of those cars for an ad campaign, I can find the advert if you'd like.

But anyways it's obvious that you have formed your opinion, and I respect that. I understand the value of a sedan over a Porsche for daily use - thats why I own a handfull of Audi's and only 1 Porsche. 

Enough OT input from me though, I promise my next post will be s-car related ;-).

-Cody

> Sounds so simple Cody
> The reason most folks leave them 930 stock, is because that 60k
> engine rebuild comes up a lot quicker when you start playing with the
> mods.  I've watched two bud's 930's take two different approaches
> over the last 5 years.  Lister Dave H bought his 79, left it stock
> (A/C delete), and we both have had a lot of fun with it on the street
> and at the track.  So far it hasn't needed much, but dropping the
> motor to do the clutch made a quattro seem simple.  Then while the
> motor is out, might as well address the assorted oil hemmorages, then
> the valve adj, and that pesky exhaust leak....        
> 
> The other (former S car guy too), is a fully caged 87 930, that I
> personally removed the porsche club race stickers off of so he could
> drive it on the street, and at track events.  Not all that many miles
> on the as-purchased 450hp motor, but it's on it's 3rd rebuild, now
> with full race internals.  It's a hoot, but I'd want some deep
> pockets when starting down the 930 mod road.  A bump to 1bar is ok,
> but actually I suggested a better mod to a stock car would be a boost
> controller getting to the stock boost.  That k27 is laggy, and the
> k29 is brutally so.  To tame that LTO inherent to Lucifer, a rebuild
> of the suspension is highly recommended.  Again, I'm watching that
> happen in a garage 10 miles from me.          
> 
> It's not easy to pick the compromises in tweeking one IMO.  And
> certainly thinking of the reality to the pocketbook in getting the
> right mods working together to make a *better* machine, you have
> exaggerated reality quite a bit kind sir.   
> 
> I see Nissan quietly building themselves quite a nice chassis and
> driveline.  After driving both the 350 and the G37, I understand the
> car and it's market completely.  I also suspect the development on
> that 350 chassis is far from over.  All they need to do is look at
> what a set of turbos did to the silky I6 from BMW, and Paulie's view
> could change....     
> 
> I like them both as they are, for what they are.  I can never see a
> 930 as a daily driver.  I could easily see a G37 as one though.... 
> 
> Cheers
> 
> SJ
> 
> 
> In a message dated 12/17/2007 7:10:58 P.M. Central Standard Time,
> cody at 5000tq.com writes: 
> Exaggerated? How so?
> 
> The 1.0bar wastegate spring is $75 +S&H, 300hp in the bag. It's
> certainly a less-then-10-minute job as long as you start on a cold
> engine - acess is directly behind the drivers side rear tire, no
> fender liner, no jack needed, just 8 10mm nuts to undo. It's a
> dyno-proven 25hp gain, slightly more on a well tuned and sorted car.
> Automotion, PowerHaus, Protomotive, and a few others sell a 400hp kit
> that consists of headers, cat delete, muffler, boost knob, and K&N
> air filter. The PowerHaus 430+hp kit includes a new intercooler.
> 500hp involves a k29 turbo and a rework of the fuel system (usually
> EFI 3.2l Carrera intake manifold + EFI system), plus some other
> things but NOTHING internal required, not even a cam change (though
> not a bad idea). To best 550hp it's time for new cams, cylinders,
> pistons, and heads. You *can* get 550hp on stock pistons/cylinders,
> but you have to turn the boost up to risky levels. Between my father
> and myself we've built no less then 20 500+hp 930's, and a few north
> of 700hp - yes, dyno proven.               
> 
> You are absolutely right about the fact that we aren't comparing like
> objects. <sarcasm on> See a Nissan (yes, a G35 is a Nissan in my
> book) is for those that talk about how fast thier car is. A Porsche
> is for those that know WHAT a fast car is. </sarcasm> Sorry, couldn't
> help myself. I do seriously agree with you that it's two different
> crowds. Also true Paulie isn't there yet, but for less then the
> monthly payment on a new G35/G37 he could be on his way.      
> 
> 
> -Cody Forbes
> 
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