Mr. Elsinlohr (ERP) has my parts (they are paid for) and is awaiting the car for the installation.

 

m42racer,

I don't believe people with the 996tt motor have the slightest idea of the maximum torque numbers possible, let alone how low of a rpm range this torque will develop.

 

sharkster,

We discussed it but no decision yet. Our 105.5 mm liners are going to require some machining on the case. The liners have the same thickness the 100 mm liners. They are thicker than the 102 mm ones we started with. We are getting a little closer to the water jackets, but x-rays proved we will be safe. Once this has been sorted we will look at the final head hold down solution. Who knows, depending on the boost we settle on, we may tack weld the heads as an added precaution. Neil said he use to do this on some Porsche MS motors.

This motor will be making 3/4's of it's available torque by 2400 rpm's.

 

Yes, it is commonly refered to as E Beam welding. Yes, Porsche welded the heads on the 962C engines. The part is put into a vacumn chamber and and welded with an electronic beam. This process allows for a percise width and depth of weld along with 100% penetration on the desired weld zone with no porosity.

 

And the beat goes on ........the beat goes on ...........


Chad,

The Rod configuration will be determined when I receive the info from Rob.

As soon as we have the Rods figured out and the Rods are ready for delivery the Crank and rods will be shipped together.

I am concerned about the Inductive Ignition the stock engine uses now that the performance level of this engine is going to be increased. I think the Ignition system should be changed over to CDI offering far superior power levels. The system we have developed for this level of engine has 2 switchable power levels. The lower power level operates under a multi spark function at lower manifold levels giving better throttle response and a more complete burn. At the higher manifold pressures this function is turned off and the power level is increased. Typically we switch the levels by an ECU function based upon Injector DC, manifold pressure and or TPS position. In your case a simple Hobbs type pressure switch could be added to the Intake system to give the CDI the command.

The expected performance level this engine will produce will really tax the Inductive Ignition. Although the stock system is widely used in other hotrodded engines, the output levels have never been questioned. With increased in cylinder pressures, the demand on the ignition system goes up and often causes the Ignition to be run retarded in order not to induce misfires. Spark plug choice will most probably be colder due to the pressures involved here. These plugs typically cause misfire conditions in some running conditions. It takes additional Ignition power to eliminate the possibility of these misfires. CDI systems have available far greater energy levels. It is a somewhat complex area. Most people do not fully understand the conditions that Ignition systems operate under. Without getting too involved in a lot of technical jargon, the more energy available the less likely you will experience problems and the more power the engine will make.

Yesterday we spoke about the work we are doing and if the increase in bore size will affect any of this. The only parts that will be affected are the Phizion rings and the ANB sealing Ring. The Phizion ring will simply be replaced with a larger size and the sealing Ring opened up on the ID to accommodate this new Ring size. There are no costs associated with this change.

Neil

I don't want to let the cat out of the bag and cause any disappointment, but you are starting to understand the order of magnitude we are now entering. Every monster 996tt motor to date, that is 800-1100 fwhp motors have been able to operate on the factory stock ignition.


It feels a little bit like Star Trek. Boldly going were no Porsche has ever gone before. I can't help but to believe that Dr. Ferry Porsche wouldn't but to be proud.

 

Some of us do....

 

KPG,

You are probably one of the few (on this forum) that can.

Do a little homework. 80.4 stroke, 105.5 mm pistons, you know cam specs, Garrett GT4088R turbo's, head flow 282 cfm @ 25 psi, 1100 cc P&H injectors, 2.3 bar and 200 shot nitrous.

Maximum Torque @ what rpm?
Maximum hp?

 

I would imagine it will get up and go , but I wont even make a prediction about my power and torque so it wouldnt be right to make guesses about yours . I sure did like a previous post you made about the car that makes the most tq soonest will be the strongest....music to my ears.

 

KPG,

Alot of time has gone into engine dyno testing. All the mods in the final build have not been tested. For instance we haven't tested over 1.7 bar, however the heads will now comfortabily hold 2.3 bar and we will be into the turbo's sweet spot without nitrous. The nitrous will be used for overboost.

I am optimistic. I guess we could just as easily fall flat on or face.

 

Anything can happen I guess, but at least it isnt under a car cover in some warehouse collecting dust. Nitrous for overboost...

 

I still can't wait to see what your car does with the 9K rpms Kevin! Put it this way I LOVE revving my RS up to 8.5K but it hasn't got any turbos What's really cool about your set up is it's not just about numbers. Far from it. In real-life you are going to have a quick-spooling turbo _and_ 9Ks to use Very interesting indeed.

 

Thanks Alex, we are feeling very good about the future since the smaller STG3 kit made more power on 92 octane than most make on race gas.The very early tq and relatively low boost is a strong sign of things to come as well. Given that the STG3 was a stock engine, the numbers are that much more encouraging, but this has never been about chasing numbers. It is about a useable power band with early tq delivery.With the larger turbos, custom heads with matching profiled cams it should do fine. We arent going all the way to 9K but it should fall somewhere above 8K. This car will be strong and should run well and it is all because of the SharkWerks Fire Extinguisher kit in the front seat Kevin....

 

Here is the latest information regarding the CDI.

Chad

The 6 Channel CDI is $ 1450.00. We use very special Ferrite Coils with this system. These Coils are designed for CDI use only. These cost $ 175.00 each. You need 6 of these. You will need some Spark Plug connectors and some HT wire. This system is not Coil on Plug. The Coils are very small, approx 2” square. To obtain the power levels required we cannot get this from the tiny Coils on the ends of the Plug connectors. This system is very compact and delivers huge Ignition power.

Neil

 

Well somewhere above 8k is going to extend that useable power band nicely man! LOL the FE kit saves the day eh? Nah let's hope nobody has to use those....

 

The 6 Channel CDI is $ 1450.00. We use very special Ferrite Coils with this system. These Coils are designed for CDI use only. These cost $ 175.00 each. You need 6 of these. You will need some Spark Plug connectors and some HT wire. This system is not Coil on Plug. The Coils are very small, approx 2” square. To obtain the power levels required we cannot get this from the tiny Coils on the ends of the Plug connectors. This system is very compact and delivers huge Ignition power.


I ran this system. The difference the CDI made over the stock Ignition was amazing. The engine felt more responsive and crisper. It ceratinly made more HP, but the throttle reponse was the biggest difference.

""All the goodies are coming out now. He must be into this project. ""[/quote]

Neil asked that I ship him the assembled lower end just to verify some measurements.