post pictures of the motor on the engine dyno. would be super cool to see that whole setup

 

I have requested some pic of the dyno in progress.

 

Can't wait to see the results!

 

I will have some pics pretty soon. I had Neil pull down and check the engine prior to dyno because it had been setting for about three years. Everything checked out fine.

Anyone seen internal housing waste gate turbos with electronic waste gates which are controlled by engine management system? As in no slope.

 

Prior to reassembling the motor I had the heads and matched ES Motor manifold w/ 95 mm TB flowed. Here are the results.


Chad,

Here are the numbers on each runner.

All tests done at 25”. We tested through a .550" lift because this is the max. lift of our cams.

Lift..................Front......Middle....Rear
0.050”...............49..........47.........46
0.100”...............100........100........97.5
0.150”...............140........145.5.....138
0.200”...............191........192.6.....188
0.250”...............236........234........234
0.300”...............272........269........270
0.350”...............290.5.....293........293
0.400”...............304.......299.5......304
0.450”...............308.......310.6......308
0.500"...............315.......313........311
0.550”...............316.......313........313

As you can see the flow through each runner is very even. This is a good manifold and does a lot better than anything stock, 997TT or GT2. There is a small amount of error that needs to be accounted for. Ambient air temps were between 70°F and 74°F and the Flow Bench has to deal with electrical loads. It compensates for this but there is only so much compensation. Regardless these tests show the ability of this manifold. The best I have seen so far and well out performs anything that is currently sold as an aftermarket “Intake” part for these Turbo engines.

nh

 

Following since day one!!Cheers.

 

Well, the motor is going back together. I'm so excited I can't believe my good fortune. All I can say at this point is we have some friends currently part of an F1 team crew. We were able to procure five different parts that are being incorporated into our build. Our coefficient of friction on most of our moving parts will be close to nonexistent. I believe from what was demonstrated the quickness of this car will be second to none and I am fully aware this statement is really putting me out on a limb.

 

Engine in yet? Dyno? Impressions? Can't believe it appears done (almost done?) - been following this from day 1 back on funcars.

 

caneaddict,

Yes, you do go back a ways.

The motor should go on to the dyno in about one week.

The motor was being prepared for the dyno earlier and some friends who work for an F1 team came over and we started talking about what was new. One thing they mentioned was how they were able to reduce the coefficient of friction between one or two moving parts.

We were kind of oh hmmm, until they later demonstrated two parts placed on an incline. One would stay put on the incline. The other would easily slide down the incline. Then we observed two assembled
cases with a piston, rod and crank and applied force to rotate. One you could push along. The other would spin pretty freely.

Yes, you can imagine what this would do for increasing the quickness (response) of a motor.

Well we were sold. We disassembled our motor and applied what was learned to all the applicable parts. The motor is now reassembled and we will be picking up where we left off a few months ago.

Sorry for another detour, but we couldn't pass this one up.

 

It has been five months since my last post. The motor has come apart and it has gone back together for the treatment of parts to lower the coefficient of friction. During that time we found something very interesting that I wanted to share. Some may already be aware.

My motor uses GT3 Cup heads. The intake ports on these heads are larger than the ports on the 996tt. We bought an intake manifold from ES Motor which far outflowed all our other manifolds including the modified Cup manifold which we purchased from EVOMS many years ago.

The ES Motor manifold was designed for the 997tt motor. To make it work we had to slightly change the angle of the ports where they mate to the GT3 Cup heads.

Now I'll have to admit we assumed the GT3 Cup head intake ports would be slightly larger than the 997tt intake ports. To our late surprise we were wrong. The GT3 Cup intake ports were actually approximately 1/8" smaller all the way around where the 997 ES Motor intake manifold meets the GT3 Cup intake port.

Next we digitize the GT3 Cup intake ports and ES Motor manifold runners so as to enable us to CNC the GT3 Cup head intakes to match the ES Motor intake runners.

This head intake clean up work is currently being performed.

The long and the short of it is, the 997tt heads have larger intake ports than our GT3 Cup heads. The GT3 Cup valves are larger than the 997tt valves. Embarrassed to learn this so late, but never really had any experience with the 997tt motor.

 

Here is a pic of the custom coil mounts and coils. The system also incorporates a digital CDI system.

http://s251.photobucket.com/user/cjv...tml?sort=3&o=0

 

Glad to see you haven't lost interest in this one Chad!!!

 

I've been following this build since day one. Any updates for 2016?

 

Yeah it will be done in 2076. LOL

Can't believe you haven't finished this car!

How have you been?

 

buddy, I'm a perfectionist ... what can I say. Besides, I have had a loaner to drive. The motor is on the engine dyno as I write.

Life is good, how about yourself?