11-18-2009, 07:49 PM
<b><!--sizeo:3--><!--/sizeo-->Design 1 Racing and RS Barn announce plans to build a Centrifugal Supercharger kit for the 968.<!--sizec--><!--/sizec--></b>
Yes, after many years of playing with this idea, we have finally figured out a package that will truly transform the 968 into a car that will make anyone smile.
We carefully reviewed all of the blower units in the market. We will be utilizing the highly successful Rotrex Centrifugal Supercharger head unit, used in countless other similar applications, and sized specifically for our application. It is the smallest unit available, and fits very nicely into the engine bay. It has an easily installed self contained and filtered oil cooling system, and unlike other units, does not rely on 200 degree engine bay air, adding a fan, tapping into the engine oil system, adding a water system, or anything like that, to cool it.
<b><!--sizeo:2--><!--/sizeo-->The Concept:<!--sizec--><!--/sizec--></b>
We want to maintain the character of the 968 engine. We feel Porsche did a great job of providing a smooth running and flexible engine. While in its day it had what was deemed ample power, we feel it needs more midrange, and a general push upward of the entire curve, for most current owners.
We feel that the shape of the stock power curve is nearly perfect, but that what the car really needs is more power in the midrange area, where most people drive. The area from 2.8k to 5k is the key area of focus. Obviously we know that upper end power is of interest, and certainly are not ignoring that, but we did not want to sacrifice the daily used midrange to get there. We also did not want to sacrifice top end power in order to get power down low. We know from experience that it’s not so much about peak numbers as it is more about the shape of the power curve. The power increase under the curve is what makes the car more fun to drive. Bragging rights of peak numbers is great for coffee shop chit chat, but how the car drives on a day to day basis is more important to most people.
Well known as the premiere expert on the 968, RS Barn has a singular ability to be in a position to determine exactly what will and won't work in this very unique car. They have carefully examined the car as a whole in preparation for this kit, weighed carefully the pros and cons, determined power levels that are sustainable in daily street use, and arrived at nearly the same conclusions regarding engine longevity and reliability that Porsche did when they developed the Turbo S and Turbo RS.
When we set out to develop this kit we wanted to address the concerns of most of the owners, and produce a kit that was safe, reliable, and reasonably transparent in how it ran relative to the OEM setup. We were focused on the average owner, and not the track guy seeking the edge of the envelope. In doing that we had some very specific ideas on key areas of the design.
We knew that the Porsche cooling system, specifically the dual speed fans, was a very effective design. This is one area where Porsche really got it right. The fan shroud runs over the plastic side tanks, thereby assisting them in maintaining an even temperature, and not separating from the core. The dual speed fans accommodate the wide range of Winter and Summer temperatures. The airflow across the radiator is smooth and even. We did NOT want to upset that.
We knew that some people can be somewhat lax about service, so we wanted a system that was easily maintained. The unit we chose should not need service for 50,000 miles. It is incredibly quiet, has a self-contained, self-filtered, and self-cooled oiling system, and does not suffer from the issues of many others.
We also wanted the air cleaner to be easily accessed from the engine bay, very much like OEM. The Air Filter is far more critical on a Forced Induction system, requiring more maintenance than on a Normally Aspirated engine. Access to it must therefore be easy.
We felt that there is a very real ceiling on useable power in an average street car. We designed the output levels with the average use of the car in mind. We also chose to design the power curve accordingly.
Unlike any other kit on the market, this kit is FULLY TUNED. Considerations were made for Fuel Economy, Air Fuel mixture, Emissions, Cold Starting, Hot Running, and of course power. Like anything RS Barn tunes, this is as good as it gets.
<!--sizeo:2--><!--/sizeo--><b>What it will contain:</b><!--sizec--><!--/sizec-->
Rotrex Centrifugal Supercharger head unit
Full self-containd oil cooling system (no modifications to OEM system)
New Airbox and Air Filter
Trim piece to dress the Engine Bay
All plumbing required
Rising rate Fuel Regulator
Blow-Off Valve
All pulleys required
Self-tensioning Idler pulley
New Alternator/AC/supercharger Belt
The all-important RS Barn tuned CHIP, fully tuned specifically for this system.
<b><!--sizeo:2--><!--/sizeo-->What it will do:<!--sizec--><!--/sizec--></b>
It WILL, on an engine that starts out with 240hp at the flywheel, easily and conservatively make 275 hp at the wheels (310 or so at the flywheel) on less than 5lbs boost. If you start with more than 240hp, it will likely make more. If you start with less, it will make proportionately less.
It WILL bolt on in a weekend by an average shade tree mechanic.
It WILL operate transparently with no hot or cold running issues.
It WILL include a proper Airbox with an air cleaner element that is easily accessed from the engine bay, just like the OEM unit is.
It WILL address the already weak Accessory Belt Tensioner design, which is known to fail., and it WILL be self-tensioning.
It WILL maintain the power curve all the way to 6.5k rpm with no dramatic upper end falloff or over-rich fuel condition.
It WILL maintain a near flat Air/Fuel curve that does not cause rich or lean running.
It WILL retain the Air Conditioning and Power Steering.
<b><!--sizeo:2--><!--/sizeo-->What it WON'T do:<!--sizec--><!--/sizec--></b>
It will NOT require removal of the well-designed dual speed factory fan assembly.
It will NOT require you to disassemble the front end of your car to clean your Air Filter.
It will NOT make a bunch of noise, howl, squeal, or whistle.
It will NOT have cold start issues.
It will NOT run any hotter in the summer with the AC on than the OEM setup.
It will NOT require trips to the dyno shop (other than to show your buddies you have the hottest 968 around).
<b><!--sizeo:2--><!--/sizeo-->Things to know about ANY Forced Induction System:<!--sizec--><!--/sizec--></b>
These cars are 15 years old. So are the original head gaskets. It is incredibly common for these to be deteriorated, even though they have not yet failed. We highly recommend replacing this if it has not been done in the last 3 years. Failure to do so may cause head gasket failure. The good news is that you can take advantage of this opportunity and get a valve job you probably already need, and resultantly end up with a stronger running engine than you had before, and thereby end up with more power.
When considering this level of power increase, it becomes increasingly more important to make sure that the car is in top running condition. More power means higher speeds. Higher speeds mean higher stress loads on components. Any shortcomings will quickly make themselves known, and not necessarily when you want them to. Carefully inspect your car for worn or failing components prior to considering installation.
Pay particular attention to the brakes. While it is still recommended that one upgrade the brakes and suspension to accommodate the increased speeds of which the car will be now capable, just as the factory did on the Turbo S and Turbo RS for the same reasons, we feel that this level of power is manageable with the OEM setup for the average daily driver. If you are considering DE events or Autocross, you should seriously consider some sort of a brake upgrade.
<b><!--sizeo:2--><!--/sizeo-->The WHEN, WHERE, and HOW MUCH:<!--sizec--><!--/sizec--></b>
This kit should be available through RS Barn around the 1st of the year for UNDER $4000.
More information, pics, and charts will be published soon, but here is a teaser:
Yes, after many years of playing with this idea, we have finally figured out a package that will truly transform the 968 into a car that will make anyone smile.
We carefully reviewed all of the blower units in the market. We will be utilizing the highly successful Rotrex Centrifugal Supercharger head unit, used in countless other similar applications, and sized specifically for our application. It is the smallest unit available, and fits very nicely into the engine bay. It has an easily installed self contained and filtered oil cooling system, and unlike other units, does not rely on 200 degree engine bay air, adding a fan, tapping into the engine oil system, adding a water system, or anything like that, to cool it.
<b><!--sizeo:2--><!--/sizeo-->The Concept:<!--sizec--><!--/sizec--></b>
We want to maintain the character of the 968 engine. We feel Porsche did a great job of providing a smooth running and flexible engine. While in its day it had what was deemed ample power, we feel it needs more midrange, and a general push upward of the entire curve, for most current owners.
We feel that the shape of the stock power curve is nearly perfect, but that what the car really needs is more power in the midrange area, where most people drive. The area from 2.8k to 5k is the key area of focus. Obviously we know that upper end power is of interest, and certainly are not ignoring that, but we did not want to sacrifice the daily used midrange to get there. We also did not want to sacrifice top end power in order to get power down low. We know from experience that it’s not so much about peak numbers as it is more about the shape of the power curve. The power increase under the curve is what makes the car more fun to drive. Bragging rights of peak numbers is great for coffee shop chit chat, but how the car drives on a day to day basis is more important to most people.
Well known as the premiere expert on the 968, RS Barn has a singular ability to be in a position to determine exactly what will and won't work in this very unique car. They have carefully examined the car as a whole in preparation for this kit, weighed carefully the pros and cons, determined power levels that are sustainable in daily street use, and arrived at nearly the same conclusions regarding engine longevity and reliability that Porsche did when they developed the Turbo S and Turbo RS.
When we set out to develop this kit we wanted to address the concerns of most of the owners, and produce a kit that was safe, reliable, and reasonably transparent in how it ran relative to the OEM setup. We were focused on the average owner, and not the track guy seeking the edge of the envelope. In doing that we had some very specific ideas on key areas of the design.
We knew that the Porsche cooling system, specifically the dual speed fans, was a very effective design. This is one area where Porsche really got it right. The fan shroud runs over the plastic side tanks, thereby assisting them in maintaining an even temperature, and not separating from the core. The dual speed fans accommodate the wide range of Winter and Summer temperatures. The airflow across the radiator is smooth and even. We did NOT want to upset that.
We knew that some people can be somewhat lax about service, so we wanted a system that was easily maintained. The unit we chose should not need service for 50,000 miles. It is incredibly quiet, has a self-contained, self-filtered, and self-cooled oiling system, and does not suffer from the issues of many others.
We also wanted the air cleaner to be easily accessed from the engine bay, very much like OEM. The Air Filter is far more critical on a Forced Induction system, requiring more maintenance than on a Normally Aspirated engine. Access to it must therefore be easy.
We felt that there is a very real ceiling on useable power in an average street car. We designed the output levels with the average use of the car in mind. We also chose to design the power curve accordingly.
Unlike any other kit on the market, this kit is FULLY TUNED. Considerations were made for Fuel Economy, Air Fuel mixture, Emissions, Cold Starting, Hot Running, and of course power. Like anything RS Barn tunes, this is as good as it gets.
<!--sizeo:2--><!--/sizeo--><b>What it will contain:</b><!--sizec--><!--/sizec-->
Rotrex Centrifugal Supercharger head unit
Full self-containd oil cooling system (no modifications to OEM system)
New Airbox and Air Filter
Trim piece to dress the Engine Bay
All plumbing required
Rising rate Fuel Regulator
Blow-Off Valve
All pulleys required
Self-tensioning Idler pulley
New Alternator/AC/supercharger Belt
The all-important RS Barn tuned CHIP, fully tuned specifically for this system.
<b><!--sizeo:2--><!--/sizeo-->What it will do:<!--sizec--><!--/sizec--></b>
It WILL, on an engine that starts out with 240hp at the flywheel, easily and conservatively make 275 hp at the wheels (310 or so at the flywheel) on less than 5lbs boost. If you start with more than 240hp, it will likely make more. If you start with less, it will make proportionately less.
It WILL bolt on in a weekend by an average shade tree mechanic.
It WILL operate transparently with no hot or cold running issues.
It WILL include a proper Airbox with an air cleaner element that is easily accessed from the engine bay, just like the OEM unit is.
It WILL address the already weak Accessory Belt Tensioner design, which is known to fail., and it WILL be self-tensioning.
It WILL maintain the power curve all the way to 6.5k rpm with no dramatic upper end falloff or over-rich fuel condition.
It WILL maintain a near flat Air/Fuel curve that does not cause rich or lean running.
It WILL retain the Air Conditioning and Power Steering.
<b><!--sizeo:2--><!--/sizeo-->What it WON'T do:<!--sizec--><!--/sizec--></b>
It will NOT require removal of the well-designed dual speed factory fan assembly.
It will NOT require you to disassemble the front end of your car to clean your Air Filter.
It will NOT make a bunch of noise, howl, squeal, or whistle.
It will NOT have cold start issues.
It will NOT run any hotter in the summer with the AC on than the OEM setup.
It will NOT require trips to the dyno shop (other than to show your buddies you have the hottest 968 around).
<b><!--sizeo:2--><!--/sizeo-->Things to know about ANY Forced Induction System:<!--sizec--><!--/sizec--></b>
These cars are 15 years old. So are the original head gaskets. It is incredibly common for these to be deteriorated, even though they have not yet failed. We highly recommend replacing this if it has not been done in the last 3 years. Failure to do so may cause head gasket failure. The good news is that you can take advantage of this opportunity and get a valve job you probably already need, and resultantly end up with a stronger running engine than you had before, and thereby end up with more power.
When considering this level of power increase, it becomes increasingly more important to make sure that the car is in top running condition. More power means higher speeds. Higher speeds mean higher stress loads on components. Any shortcomings will quickly make themselves known, and not necessarily when you want them to. Carefully inspect your car for worn or failing components prior to considering installation.
Pay particular attention to the brakes. While it is still recommended that one upgrade the brakes and suspension to accommodate the increased speeds of which the car will be now capable, just as the factory did on the Turbo S and Turbo RS for the same reasons, we feel that this level of power is manageable with the OEM setup for the average daily driver. If you are considering DE events or Autocross, you should seriously consider some sort of a brake upgrade.
<b><!--sizeo:2--><!--/sizeo-->The WHEN, WHERE, and HOW MUCH:<!--sizec--><!--/sizec--></b>
This kit should be available through RS Barn around the 1st of the year for UNDER $4000.
More information, pics, and charts will be published soon, but here is a teaser:
94 Midnight Metallic Blue Cab Porsche 968 w/deviating cashmere/black interior and WAY too many mods to list - thanks to eric for creating www.968forums.com
"It isn't nearly as expensive to do it right as it is to do it wrong."
(This post was last modified: 11-21-2009, 11:27 AM by flash.)
