rob,

I had a nice conversation with Todd regarding your cams. It was interesting to say the very least. Your cam specs are similar to mine. You are running slightly more lift and a lot less duration. It would not be fair to give out the numbers. I guess the best way to describe them is a wild street cam versus a wild race cam.

So far so good. Then I learned your cams are not GT3 style. They are 996tt style with a profile resembling my cams as I had shared my specs with Todd some time ago. When Todd first said this he took me back a bit as there is no way in hell your lift and those profile's would fit into a 996tt cam housing. Todd explained how he machined and modified the 996tt cam housing to allow them to accept those profiles. Rob, this is another first.

The power your motor developed is even more amazing because your motor is utilizing 996tt heads with 996tt valve sizes. What Todd has accomplished is short or a miracle! Even more so because your boost utilized is not what others have utilized to get less power. Your 1009 hp is the second most power I have seen coming out of Protomotive for a 996tt motor. The most I've seen is Alex's at 1139 hp A 35 pounds (2.4 bar) of boost.

Great job Rob and Protomotive!

 

I agree with your last sentence with the exception of the word "general." It sounds like you are capable of figuring this one out. We know what compression ratio we will be running. We don't want to depend on MS109 or C16. We will depend on 100 and 91. Our maximum boost will be 2.38 bar on 100. You will need to factor in ceramic coated piston domes, combustion chamber, valve faces/radius and exhaust ports. The intake ports are heat dispersant coated. This results in lowering the head water temperatures by approx 800 degrees F.

Care to venture guess?

 

By "general" I meant intended use, probably should have used the word regular. I think you just told me with your reply

On that note is the 100 at the pumps in CA mostly unleaded? I would imagine so given the emission standards that normally are outrageous out there. Here in FL the majority of "standard" gas stations that carry race fuel normally carry the leaded variant so we often must rely on "race gas providers". As a result we often build engines which are higher compression and can take better advantage of our barreled race gas.

 

Yes, it is unleaded 100.

 

not that it matters much, but why would someone give me neg rep points for this post? I did not realize that just asking a simple question could cause someone to give neg rep points.

 

81.4 mm, Billet, Knife Edged stroker crank for 4.5L 996tt motor.

 

105.7 mm

 

Incorrect Dr.

See Peter A, behind his car 1 day earlier

 

Thanks Chad,
Unfortunately I dont tell to much about my car because of the fear of saying something that might jeopardize any type of secrets that Todd has developed. Secondly, I will be building a bigger motor after the Supra nats so I would greatly appreciate any advice you can give!
Happy New Year
Robert

 

From what I gave out, few if any will be able to figure out what Todd did.

I have been following your build with Todd and I have no doubts that your next build will probably exceed whatever I do. Just as a side, I share not only information, but also parts with Todd. Great gentleman.

 

Not angry at all. It's no secret that longevity goes hand in hand with lower boost levels and lower hp. You push those two factors up and you reduce longevity. Now, lower the compression ratio to 8.6-1 or lower and the boost can be increased and longevity will increase many fold.

As for my motor and this is my opinion ................ after twenty hours of ten tens usage it would probably be ready for a rebuild. As for constant usage, unless you have a world class intercooler system, heat will decrease your power dramatically. You have no farther to look than trying five consecutive dyno pulls, running it at 380 kph over a few miles or a half a dozen times around a track.

 

My car is a 2 seater so on the track, I can only fit one ****.

However, one time at a local Hot Import Night show I had a HIN model in one seat and another on my lap.

 

Just curious ...... I have not seen any of the larger motors use the World Cup plenum or intake manifold. Most I have seen use a modified splitter and stock intakes. We use a modified WC version that looks like this. It also makes for a great nitrous mixing space.

 

That exact intake was modified to fit to work on the 996TT by Evo.Had a discussion with Todd and John regarding that exact piece and if I recall correctly they actually lost power using it on the GT3TT they were testing it on a few years back.I don't believe they have tried it on anything since.......probably just collecting dust on a shelf at Evo.

 

You have a pretty good memory Joe. We were going to do one ourselves and we found out EVO did one. We bought this one from EVO about three years ago.

We found out with air flows below 280 cfm it lost lost power. Once we combined our 360 cfm heads with custom high lift race cams, much larger turbo's and displacement ......... the manifold came into it's own and the much larger displacement calmed down the otherwise radical race cams. It had somewhat the same affect as using header ID's that are too big for a particular motor. Most people were saying headers lose power ......... that is until more power is applied.