KA - In Memory of my Mom (Vincee) and best friend Michael J. Maring
#1231
Originally posted by cjv
OK sharkster, is this what you wanted to see?
OK sharkster, is this what you wanted to see?
PS Did you get my message about today? I'm on wireless here at the doctor's but I'll be home in about 35 mins. So maybe we can still do this at say 10:30-11am instead? Otherwise anytime Monday....
#1234
This manifold will promote breathing above 4000 rpm's. The design will also initiate a little lag below 4000. This is the purpose of the nitrous pill box and programmer. We haven't worked it out yet, however it will work something like this. At 3000 rpm's it will come on. There is a insertable chip that allows us to come on from 2600 rpm's and up in 200 rpm intervals. The programmer comes on at this point. You can dial any hp shot of nitrous you want. Let's say for a model we enter a 10 shot at 3000 rpm's. Next you enter the time interval to the next shot. Again for demonstration we will use 1/10 of a second. You can use any fraction of a second or a whole number and a fraction. So at this point we would get a 10 hp shot at 3000 rpm's and another 10 hp shot 1/10 of a second later. We then would enter how many times we want this cycle to repeat itself. If we entered 5, then we would have a 10 hp shot entered over five times over half a second time span. It would then hold at a 50 hp shot.
There is also a pill or insertable chip to determine when the system shuts down the nitrous. In our case we intend to shut down the nitrous at 4400 rpm's. We can also shut it down in sequence or all at once. The reason we want to shut down the nitrous at some point is our turbo's will be spooling just fine.
This is going to take a little trial and error as our intent is to boost the power in a very smooth and natural way. Much like a 500-600 hp turbo with a low A/R compressor would come on.
#1237
Originally posted by cjv
The way it is looking now, all work should be completed by Independence Day.
The way it is looking now, all work should be completed by Independence Day.
#1238
wow, a couple weeks ago you were looking at a April 1 completion date. Now it's 3 more months. Best of luck in finishing the project; I'm sure you're excited about being so close.
#1239
Originally posted by carnut
wow, a couple weeks ago you were looking at a April 1 completion date. Now it's 3 more months. Best of luck in finishing the project; I'm sure you're excited about being so close.
wow, a couple weeks ago you were looking at a April 1 completion date. Now it's 3 more months. Best of luck in finishing the project; I'm sure you're excited about being so close.
April 1st was before we realized the Woosner pistons wouldn't work with our cam. The way we figure it now, four weeks to recieve the pistons. One week at S Car Go to pre assemble and teardown. Three weeks at Performance Coatings. One week for assembly and installation. Then three weeks in Southern California for tuning.
This assumes Murphy doesn't pay us another visit.
#1241
Just another bit of information. The stock turbo rods are about 3 mm longer than the GT3 rods and the GT3 RS rods are about 12.5 mm longer than the GT3 rods. I believe they do this to the racing motors because it changes the angle and allows them to live longer at higher rpm's.
Oh what fun this has been.
Should have some pics tomorrow of our mocked up custom Killer Angel piston.
Oh what fun this has been.
Should have some pics tomorrow of our mocked up custom Killer Angel piston.
#1243
Originally posted by cjv
Just another bit of information. The stock turbo rods are about 3 mm longer than the GT3 rods and the GT3 RS rods are about 12.5 mm longer than the GT3 rods. I believe they do this to the racing motors because it changes the angle and allows them to live longer at higher rpm's.
Just another bit of information. The stock turbo rods are about 3 mm longer than the GT3 rods and the GT3 RS rods are about 12.5 mm longer than the GT3 rods. I believe they do this to the racing motors because it changes the angle and allows them to live longer at higher rpm's.
#1244
Longer rods (high rod length ratio) give less cylinder wall side loading and are generally used in engines that develop torque at higher RPM. Short rods rev quicker and develop more low end torque.