It looks like it won't be long until the motor is installed and running.

I spoke with Rob @ S Car Go Racing today and he said Killer Angel will be pulled out of the back of the shop where she has been for five years and seven months and moved to the fabrication area where Mark Robles will being work.

They are installing a mule engine so they can build the headers and fabricate all the piping while Performance Developments finishes the motor.

Things are really starting to go forward.

 

Interesting. It's good to hear that several options are now available to make the switch from MAF to MAP sensor engine management. It's about friggin time! When I entered the Porsche tuning arena a few years ago, I could not understand how 996TT tuning could be so behind the times. After all, I did this conversion to a Miata 10 years ago and I'm no genius (but I am proud to have turbocharged the 1.8 and tripled its factory HP). Well, I ate my humble pie as I realized that the 996TT DME is a lot more complicated than the simple ECU of a Miata or any other car for that matter. That fact, combined with the comparatively scare number of cars made, even fewer % of those available and willing to modify, and the fact that engine replacement is over $25K makes the slower evolution of this option understandable. Viva evolution!

 

The assembly is coming along. However it is very difficult and requires some thinking out of the box.

The 3.6 boxer motor was designed to just barely get the pistons in at assembly. If you are not familiar with this job, it becomes exponentially more difficult when you add 6 mm to the stroke. The problem is after you put the piston in on one side and then go to the other ....... the first piston comes out of the liner.

 

I guess I'm not familiar with how that motor goes together, but it doesn't make sense to me. Why would rotating the assembly push or pull the piston further then it would during normal operation? I'm assuming I'm missing something that has to do with how this motor goes together?

 

I'll get some pictures.

 

Good because I've been searching Google/Images since I read your post trying to figure out what I'm missing. I've built a few motors in my day, and have experience with Subaru boxers, but not the Pcar boxers yet, I'm now very intrigued.

 

No need to explain Chad. I know where you are coming from. I can only imagine the PITA that will be

 

Todd,

I have a strong hunch EVOMS and myself are the only two who have actually stroked these motors in the Western Hemisphere at this time. Then again I may be wrong. However, I haven't been able to find people with actual hands on experience with the 996/997tt or GT2 motor.

One of these days I would really like to know what rod length you guys used with your build. I am assuming your crank is a 80.4 mm or 4 mm's over stock. We built a 82.4 mm, or 6 mm's over. We ended up with a 129.75 mm length. Although I would have liked to have gone two mm's longer, it just seemed to open up too big of a can of worms with no guarantee's.

I noted in Joe's thread, you guys are working on a lighter dampener. I would like to learn more about this. We have not gone forward with ours yet, however we are in the design stage of a reduced ratio dampener. We believe it it would probably be good for something south of 8 hp.

 

Mark @ S Car Go Racing is designer and builder.

 

57.4 mm 321L stainless. The external waste gates have not been located yet.
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QTC,

Sorry for the delay. I just spoke to Neil and he said he is using a program called Soild Edge.

 

I spoke with Neil @ Performance Developments today. Everything is on schedule. The motor will be completely assembled by November 19, 2009.

 

Pete,

Thanks for the above link and it's explanation.

In your opinion is MAF, AFM or Alpha-N the better system for a high performance motor like we are building.

I am familiar with MAF, but not the other two other than what I am being told.

 

Oh no, I just thougt that this was the system you were going to use. Since posting that I've been let to understand that while it MAY work well in normally aspirated engines, it's not preferred in turbo ones. Yet I'm still curious to know how's your system works.

BTW, IIRC you planned ITBs with barrel valves. ITBs with normal butterfly valves are easy to do, British company Jenvey http://www.jenvey.co.uk/ has a set for GT3 block:

Porsche GT3 F6 watercooled - 6 x SF. Manifold pair MPC04 £ 340.00

 

Our motor is going to be complete in about three weeks. We are going with the six barrel TB's.

I have still not decided which way to go with the ECU. There are a few tuners involved with this project and they all have their own ideas. I do have to decide on the hardware soon, however when it comes to setting the motor up on the engine dyno I believe all three will be involved.