You tell me. I haven't seen her in over two years.

Knife edging has two benefits. It removes weight from the crank. The weight of the rotating crank is multiplied by the rpm's. Less weight makes for more power and a fast responding motor. Second, the knife edge makes for less friction in the case. Less friction through the air also makes for more power and faster response time.

Bottom line ......... without adding parts free hidden power.

 

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This is what is going on. The crank is in progress should be complete by the 24th. Waiting on design of pistons and rods.

Hello Chad,

The Liners are expected here at the end of January. Cost is the same as before.

Pistons will need to be ordered. They will come with Rings Pins and Clips. If we do the case and manifold machining, we can then measure the case widths and spec out the Rod length for you after we configure the Piston Compression height. We will have to provide you special Pistons with the Pin as high as we can move it, but still have room below the Dish for Rod clearance. All of this and make the Rod as long as possible. I will need to know the final Crankshaft stroke before hand.

The Case will need the Cylinder bores opened up. As you are changing the Crank, the Case will be apart. The Liner Manifolds are machined to take the larger Liners.

I have also included some photos of the new Oil Pump. This pump is larger than the GT3 pump with larger Pressure and scavenge sections. The scavenge sections are Roots style not Gear which have a greater ability to pull higher case vacuum numbers. On these engines less internal positive pressure and higher vacuum numbers will give more performance.

Neil

 

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Simon,

The crank is from Neil, Rob did the knife edging. The reason we opted for the additional stroke on the 80.4 mm AP crank is the NASCAR bearings which have a smaller diameter. No use just wasting the required grind. We are buying the new liners form Neil, however I'm having the pistons done by CP. Neil is helping with the specs. Can't believe we are tossing the brand new knife edged GT3R crank, Pauter rods and Neil's 102 mm liners and pistons. We have not made a decision on the rods. In talking to Neil, the rods you are referring to may not be rated for our utility. Besides, you are correct, with the additional stroke the rods would have to be shortened. Looking into it now. If not, we will have Pauter make a set.

The CDI ignition has my attention. Studying that aspect now. Have you used it?

 

I just received the following:

Hello Chad,

I’m a German Porsche enthusiast and a fan of your really extraordinary and unique project.

I have learnt so many things about the 996TT engine during the countless hours that I spent reading your thread. Nobody else ever had the tenacity to push a project literally light-years ahead of the rest of the worldwide competition. You explored so many new territories and aspects and your final set-up will be for sure incomparable to everything the Porsche community has seen so far. Your technical solutions have fundamentally influenced the engine building philosophy of the 996TT high end engines.

I have never posted, as I dislike the fact that certain threads - which have the potential to be a fantastic source of information - are very often distorted into the old “USA vs Europe tuner discussion”. I hate “black or white” argumentation and I’m surprised about the harsh tones of some comments.

In Germany, we only have a handful of real good Porsche engine builders and ecu experts and for sure, there are also other experts around the world that make a fantastic job.

So far, I’ve never seen a turbo engine with such a displacement. To my knowledge, only KORO built 4.6l (105.3mm x 88mm) NA engines. They advertised higher displacements, also for turbo engines, but as far as I know they never built them. If I remember well, one of their engineers opened his own business.

Some time ago, I was introduced to 70 year old Italian gentleman, who is a retired engine builder. In his long career, he was involved in countless projects from the little Abarth engines, up to the Subaru commissioned F1 turbo and NA engines from Subaru-(Motori Moderni). He is particularly addicted to Porsche. He started hill climb racing with the 904 and in the 70ies, he raced with the 934 and 935. He built some really astonishing things, such as a 3-Valve, DOHC, MFI Porsche engine from 1968 or a twinturbo Porsche 2-stroke engine… In the mid 80ties, he built his own Porsche engined Group C car. At the beginning of the year, he closed his shop and he now only works, just for fun, with a friend who rebuilds and maintains classic F1 race cars. They have their own 1200hp/13000rpm engine dyno and they work with some special suppliers for the various components (they even cast their own heads). BTW they are also ARROW clients for certain cranks.

I talked to him about your engine and he regularly asks me about the newest evolutions. I told him about your new oil pump and he told me that already Cosworth tried to create a vacuum within the case, in order to minimize pumping losses. When he was a young man, they diverted the oil return tubes of the aircooled Porsche engines into a kind of oil pan and modified the pick up of the pump, in order to reduce the oil in the case. Andial tried similar solutions on their engines.

He asked me if you would have the kindness to disclose the supplier of your oil pump, if we promise to handle the information 100% confidentially.

I can’t wait to see the final result of your long efforts, but at the same time, I must admit that I’m a little bit sad, as the most informative Porsche thread is coming to an end.

I’m pretty sure that your friend would have been very proud to know that the most extreme street Porsche is build in his honour.

Please excuse my long mail, I hope I didn’t bore you.

Kind regards
(I deleted the name)

I sent the gentleman the information he requested today. Some of his insight is very sage. The thing that really impressed me is that over in Europe they have developed cranks with a stroke of 88 mm's for these motors. That is twice the additional stroke we have added. Stock is 76.4 mm, we are using 82.4 mm and they have 88 mm's. To give you an idea every 4 mm add makes an additional .2L's. And I thought with our current build that we were done. Just when you think you have seen it all ........ someone comes up with more.

 

Come on Chad get that bad boy running for at least a week on the road before you start with more moddifications!

 

I don't know ......... looking at the 5.0L parts now.

 

Chad

You will get to a point you have no place to dyno the car. After 1800WHP what are you going to do.

Josh

 

[quote=cjv;2204457]Here is another first. This roots pump (no gears) pulls a vacuum in your case which results in more power.


It looks like a Pace pump (www.Paceproducts.co.uk), but I might be wrong, nice.,cheers.

 

Auto Verdi. More information can be had by contacting Neil Harvey@ Performance Developments. His e-mail is
neil@performancedevelopments.com

 

Hey Chad, if for some strange reason you don't get your car up and running soon, you could always open a butcher shop. I'm sure you could McGiver your crank into the world's fastest baloney slicer!

 

[quote=Zippy;2227562]Hey Chad, if for some strange reason you don't get your car up and running soon, you could always open a butcher shop. I'm sure you could McGiver your crank into the world's fastest baloney slicer!

Mike,

We got so hungry waiting ........... we tried that. Works great, fed the whole crew fast! Mike, what's your hurry? Better hope we don't decide to redesign the case.

 

[QUOTE=cjv;2204457]Here is another first. This roots pump (no gears) pulls a vacuum in your case which results in more power.



A little more information regarding this pump. It is one of three in existence for the 996tt motor. Currently tests are being done. Because of the vacuum being pulled other modifications need to be done. Porsche makes a reverse rear seal which will hold the vacuum, however there currently is no such seal available for the front seal. This is what is currently being addressed.