Turboconversion of Porsche 911 996 carrera/4

Hello there, I am considering to turbocharge 996 either 2wd or 4wd manual. But i don't know how much power can withstand the gearbox and the drivetrain. Is there a difference between carrera 4's and carrera turbo's transmission? I tried to use the search but I didn't find anything. Thank you in advance! Greetings from Bulgaria, Peter

Who's going to say it first? Don't waste your time or money just buy a Turbo. Regards.

You obviously, but just so the gentleman knows, the most fundamental problem is that the 996 carrera engine is not based on the Metzger engine as the 996 t is. If Porsche though that a turbo could be bolted on to the 996 carerra engine reliably, I'm sure they would have at least tried. Of course with aftermarket kits, and without looking, it is probably entirely possible to do it but where do you put the intercooler? Handily the 996 has chuffing great inlets in its rear haunches for intercooler air, but by the time you have performed this surgery, and bought all the other bits and pieces, I think thirteen east sums it up nicely.

Yeah sorry, but there had been 15 views to the thread and no one had answered so I thought id put the baby to bed.

Supercharging is the way to go, there are a few bolt on kits that need nothing else doing except an ECU remap. Have a look at Design 911 uk for an example of one.

On this occasion I'm with Porsche I would save my 5.5k towards their creation of a the Turbo.

I'm with thirteen east on this one. Even a C4 isn't just a turbo without the turbo if you'll forgive the oxymoron. (is it?) Mind you the price differential betwwen C4 and Turbo is worth considering.

Thank you for the fast responses. I looked at that site http://www.tpcracing.com/tpc-997-996-turbo-kit.html And thats why I am interested in the conversion. They use the stock engine and they don't upgrade the pistons nor the connecting rods. Only the clutch is upgraded. They use chargecooler (air-liquid intercooler) because of the lack of airflow at the back and they position the water cooler at the front of the car. The thing is that in Bulgaria the labor is very cheap and there are qualified tuners and mechanics and I could do the conversion for around 4-5k euro. While a carrera non turbo could be bought for 11k euro the turbo model is at least 25k euro that is far beyound my budget. Regards, Peter

If the turbo kit costs $10k that is around 7.5k euros. Add your labour cost of 4-5k euros and that's around 12k euros? Your 11k C4 + 12k conversion seems very close to the 25k of a "real" turbo? So I don't quite understand when you say it is "far beyond your budget"? (Not including the cost of the clutch upgrade (which won't be cheap) and centre radiator at $757!) Also the numbers on their dyno graphs don't tie up with the claims of 520bhp? Although I see they were running at only 0.4 bar boost or thereabouts for those readings (6lbs) In summary I would treat their claims with caution and have another look at buying a real 996 turbo! However, do let us know what you decide to do and good luck. PS - I also don't trust websites with lots of spelling mistakes and poor english! See also here for info - mixed views it appears http://www.6speedonline.com/forums/996/213217-tpc-turbo-install-complete-my-car.html http://forums.rennlist.com/rennforums/996-forum/683529-tpc-racing-400hp-996-a.html http://teamspeed.com/forums/991-997-996/32245-997-c4s-tpc-racing-turbo-kit.html http://986forum.com/forums/performance-technical-chat/28605-tpc-turbo.html

In order not to melt the pistons I have always believed that forced induction engines should have their compression ratios reduced whether they be turbo or super charged, and I suspect that given the unmodified pistons the knock sensor would be working overtime to stop pinking (english) pinging (U.S.) or detonation (know it all) so the benefit of keeping the H/C piston would be lost by ignition retardation, and anyway it is not good to let an engine pink knowingly, because however good knock sensors are eventually the top of the piston will cave in. Pinking ocurrs when there are two flame fronts in the combustion chamber and they meet. One is initiated by the spark the other by an incandescant peice of carbon or deisel ignition by the sudden rise in pressure. It is like hitting the top of the piston with a small ball pein hammer. Eventually the inevitable happens. At the very least you should enquire, and get a satisfactory answer to, how they overcome this potential problem area.

In the end you will not have something that is anything like as good as a 996 turbo. The PET parts manual categorises the 996t and 996 Gt2 in a separate file to the 996 C2 and C4 so my guess is there are so many differences in springs, dampers, gear boxes ratios, wheels etc it was necessary to separate the two to make the manual user friendly. Try looking up a few parts numbers in the PET parts list for the C2/C4 and comparing the part numbers against 996T and GT2. http://www.type911shop.co.uk/shop/page/6?sessid=7aymc5LsE2WOX6d5rDKgtcu0DH6OBnwNanGL92S9hKtFlIMBBjMBoNMgJXH1bNMd&shop_param= and pick your model from the list