Wow, nice quality parts and very much anticipated build of the year!

 

So now were beyond the 1000hp line. Great job!

 

Thank you!

Thanks! We are already well beyond the 1000 hp line with our 3.8L. This engine will be past the 1100 AWHP line

 

Never stops eh? :P N2it are you watching this mate?:P

 

Yes, this is a problem with the 996/997TT engines. If you run too hot of a spark plug, you can fire the mixture but the cylinder temperatures go through the roof. With a better firing coil, you can run a colder plug which lowers cylinder temperatures. It is a tough game.
<O</O
We spent over a year developing our coil packs to operate properly under these extreme conditions. We have not tested our coils on a 500 HP car because this would have no impact on how they will perform on 1000 + HP cars. We had a need for higher spark energy on Joes engine and began our product development for the criteria based around his engine. A coil pack tested on a 500 HP engine yielding favorable results does not necessarily translate into success for a 1000 HP car. It seems that maybe you are doing the high HP testing for bbi on these. <O</O

 

Are you kidding? It NEVER ends my friend. You and I both know that. When are you going to build a 4.1L eh?

 

No it doesn't... We finished building the motor on a 997TT EVT700 car... now got two GT3's to tear apart and make 3.9. 4.1 is on ze cards. We didn't even finish the 3.9 and we already promised, remember

PS When does the weekend start?

 

Thank God it never ends... it would be extremely boring if there was a designated destination instead of a journey for more horsepower.
Robert

 

In that case.... you got the new head studs? The coils? Axles? Hmm anything else?

 

Just waiting for you Alex to bring me the goods
Robert

 

We just finished the heads. See pictures below. We CNC ported the intake and exhaust ports just like the heads on Joetwint's 1100 HP 996TT engine. We also increased the valve size on both the intake and exhaust. The big difference with these heads is the valve train. We are using Ferrea titanium valves, retainers and keepers as well as their racing springs. We shaved 52% off of the weight of the entire valve train with this setup. This will help the engine rev quicker and be much safer especially at 10K RPM's <?xml:namespace prefix = v ns = "urn:schemas-microsoft-com:vml" /><v:shapetype id=_x0000_t75 class=inlineimg title="Stick Out Tongue" src="https://www.6speedonline.com/forums/images/smilies/tongue.gif" alt="" border="0" smilieid="6" stroked="f" filled="f" path="m@4@5l@4@11@9@11@9@5xe" v:shapetype o<>We are starting to do the final mock assembly tonight and should begin the final assembly of the bottom end if all goes well. We are machining a new solid lifter conversion as we speak which will eliminate any of the variable lifter adjustment. Once these are complete, we can then complete the bottom end. More updates shortly










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Today we did our mock up engine assembly to check the valve clearance. We clayed the piston to see the interference between the valves and the pistons with our camshaft profile. We have to machine some larger valve relief’s in the pistons in order to make enough clearance for the high lift and longer duration camshaft that we developed for this engine. We will machine the pistons in the AM and hopefully we will begin final assembly in the afternoon tomorrow.
<O
Here are some pictures of the knife edged crankshaft mounted in the case. We also disassembled one of the heads to show the extensive port work that we perform on the heads to make them flow enough volume for this type of engine. Enjoy!<O

 

Looking good
Robert

 

Top shelf stuff as always!Great Job guys!

 

Thanks Joe. Your heads look just like these