funny how that works

 

Fantastic project, love to read about it.

 

me too. I might have a pair of twins on mine by then too. Just need to get some finances lined up.

 

The engine is out of the car, crated and enroute to Imagine Auto. IA should have it by the end of the week.




Craig

 

Upon tearing the engine down, Stephen discovered that I have a broken tappet. Looks like my engine rebuild is more than simply prophylactic.

The rods and pistons have been sent out for ceramic coating and dry lubing, and the case has been sent out for shuffle pinning.

Meanwhile, I discovered that x50 engines already have a GT3 oil pump (as does a GT2). I wasn’t previously aware of this upgrade . . . the x50 is starting to earn its stiff premium.

Craig

 

God info! saved you some cash there pal... So how were your rods? Straight as an arrow or bent?

 

As far as I know, the rods were straight.

Craig

 

Ah well it's Carillos anyways but good to know man. You weren't trying hard enough to bend em eh

 

When I started seeing the higher boost levels (e.g., 1.5+), I was very careful and I didn't stand on the accelerator like I had done in the past. Moreover, I was never running boost levels like you were (although I may be after I get the engine back).

Craig

 

Well hey man now that we know the tranny can take it you gotta go up to that crazy boost... at least sometimes:P One other thing that I have to say about our tips is that putting this kind of boost and power down seems to be so much easier than in a 6speed

I can't wait to see what you get up to man. You're flying the Tip flag down south....

 

What would cause a broken tappet? I haven't heard of tappets being a weak link in the 996 turbo's engine before. Good thing it was caught before any real damage would be done. Appreciate the updates Craig.

 

The GT2 has a different fuel pump too!

 

My project continues to evolve. I am now changing out everything between the turbos and the manifold. The stock intake system is fine for a 450 hp car. However, when you start pushing the additional air needed to generate 700 or 800 or 900 HP (or more), the stock intake is restrictive in many respects.

Below is a photo of a GT2 intercooler:



Notice how restrictive the end tanks are on BOTH sides. The turbo end delivers the air directly into the center of the intercooler, without allowing the air to spread across the entire entry side of the intercooler. As such, the sections of the intercooler adjacent to the entry pipe are not fully utilized, as air is not fed into these portions of the intercooler. Moreover, back pressure is built up as the air is forced into a small portion of the intercooler not much larger than the diameter of the entry pipe.

Below is a photo of a GT2 intercooler with an entry end talk custom manufactured by Speed Gallery (“SG”).



Notice that SG’s end tank allows the air to spread across the entire entry side of the intercooler before entering the intercooler, thereby utilizing the entire intercooler, increasing air flow and reducing back pressure into the turbo.

Look back at the photo of the stock GT2 intercooler . . . notice that the stock exit tank actually infringes upon, and blocks, approximately 15-20% of the intercooler, thereby reducing air flow and creating back pressure. Below is a photo of an exit end talk custom manufactured by SG.



Notice that SG’s end tank does not block any portion of the intercooler, thus permitting the air to exit across the entire length of the intercooler. Air flow is increased and back pressure is reduced.

Most aftermarket intercooler manufacturers incorporate similar types of end tanks.

Bell Intercoolers:




Heffner (Viper):





Skyline aftermarket intercooler:



Craig

 

Below are a few photos of SG’s custom Y-Pipe.









SG’s Y-Pipe is approximately a half inch larger in diameter than the stock Y-Pipe. Moreover, where the pipes coming off of the intercoolers meet (to form the ‘Y’), the stock Y-Pipe allows the air streams to collide, before they make their way into the single pipe traveling to the throttle body. In contrast, the inside of SG’s custom Y-Pipe diverts the air as the two pipes meet, such that the two air streams are diverted into the same direction, and are moving towards the throttle body in unison, as the streams meet up. This diversion of the air streams prevents the collision of the air streams, and the resulting turbulence/back pressure. My Y-Pipe will be polished, as opposed to matte.

Craig

 

Below are a few photos of the 996NA throttle body, in comparison the stock 996TT throttle body.









The 996NA throttle body is larger in diameter . . . large enough to fit the TT throttle body inside it.

Craig