when will we see 1000rwhp out of these hi HP porsches?
#406
12-07-2008 | 08:07 PM
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Joined: Dec 2005
Posts: 2,566
From: new york
Rep Power: 602
.Seriously though I am not sure the car hasn't been in NY in over a year so I am looking forward to enjoying it.
#407
12-07-2008 | 08:11 PM
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Joined: Dec 2003
Posts: 3,597
From: Texas
Rep Power: 203
Sincerely
Robert
#408
12-07-2008 | 08:46 PM
here is one very close to 1000 rwhp @23psi... although its up on top I tend to say the car has mid 800 rwhp....
__________________
2001 996TT 3.6L and stock ECU
9.66 seconds @ 147.76 mph 1/4 mile click to view
160 mph @ 9.77 seconds in 1/4 mile click to view
50% OFF ON PORSCHE ECU TUNING BLACK FRIDAY SPECIAL
2001 996TT 3.6L and stock ECU
9.66 seconds @ 147.76 mph 1/4 mile click to view
160 mph @ 9.77 seconds in 1/4 mile click to view
50% OFF ON PORSCHE ECU TUNING BLACK FRIDAY SPECIAL
Last edited by markski@markskituning; 12-07-2008 at 10:01 PM.
#410
12-07-2008 | 09:59 PM
a member on 6speed. but there are better dyno numbers( seen it firsthand).
__________________
2001 996TT 3.6L and stock ECU
9.66 seconds @ 147.76 mph 1/4 mile click to view
160 mph @ 9.77 seconds in 1/4 mile click to view
50% OFF ON PORSCHE ECU TUNING BLACK FRIDAY SPECIAL
2001 996TT 3.6L and stock ECU
9.66 seconds @ 147.76 mph 1/4 mile click to view
160 mph @ 9.77 seconds in 1/4 mile click to view
50% OFF ON PORSCHE ECU TUNING BLACK FRIDAY SPECIAL
#411
12-07-2008 | 10:01 PM
Registered User
Joined: Apr 2008
Posts: 5,214
From: Colorado
Rep Power: 396
are this motors using split case non-welded? pinned?
I was thinking of putting this supercharger on my motor, but I might have to remove my rear seats
Last edited by Prche951; 12-07-2008 at 10:11 PM.
#412
12-08-2008 | 05:38 AM
Registered User
Joined: Dec 2003
Posts: 3,597
From: Texas
Rep Power: 203
Robert
#413
12-08-2008 | 05:56 AM
Registered User
Joined: Apr 2008
Posts: 5,214
From: Colorado
Rep Power: 396
cool, I will definitely be there.
Dennis
#414
12-08-2008 | 07:10 PM
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Joined: Jul 2003
Posts: 22,235
Rep Power: 1226
The crank was ground for 2.0" NASCAR oval bearings. Rather than take it off all the way around, it was offset an additional 2 mm. Final stroke is 80.6 mm. The reason for the oval bearings is they will allow a safe redline of 8900 rpm's. They are a proven stronger bearing. The crank was also knife edged, micro polished, cross drilled, relieved, balanced, frozen and nitrated. This will provide another .2L+
The stock piston bore is 100 mm. We are using 105.7. This will provide another approx. .6L.
We are not using a stock Porsche case. Our deck height is taller which required longer rods and shorter piston centerlines. Do not want to disclose total displacement at this time, however as a benchmark. The largest we have seen these motors taken to date is 4.4L's.
As for strength, our case was designed for 1500 hp. It was also shuffle pinned and bow tailed. The crank, rods and pistons are very light and the oil is handled with a three indexed oil pump. Our case is not welded, however all our studs are 12 mm with special designed trick threads and washers.
I have to respect what Joe was getting at. No more questions or comments until we have some valid numbers to put up.
Last edited by cjv; 12-08-2008 at 07:31 PM.
#415
12-08-2008 | 08:18 PM
Registered User
Joined: Dec 2003
Posts: 3,597
From: Texas
Rep Power: 203
The final build used a 80.4 mm billet crank.
The crank was ground for 2.0" NASCAR oval bearings. Rather than take it off all the way around, it was offset an additional 2 mm. Final stroke is 80.6 mm. The reason for the oval bearings is they will allow a safe redline of 8900 rpm's. They are a proven stronger bearing. The crank was also knife edged, micro polished, cross drilled, relieved, balanced, frozen and nitrated. This will provide another .2L+
The stock piston bore is 100 mm. We are using 105.7. This will provide another approx. .6L.
We are not using a stock Porsche case. Our deck height is taller which required longer rods and shorter piston centerlines. Do not want to disclose total displacement at this time, however as a benchmark. The largest we have seen these motors taken to date is 4.4L's.
As for strength, our case was designed for 1500 hp. It was also shuffle pinned and bow tailed. The crank, rods and pistons are very light and the oil is handled with a three indexed oil pump. Our case is not welded, however all our studs are 12 mm with special designed trick threads and washers.
I have to respect what Joe was getting at. No more questions or comments until we have some valid numbers to put up.
The crank was ground for 2.0" NASCAR oval bearings. Rather than take it off all the way around, it was offset an additional 2 mm. Final stroke is 80.6 mm. The reason for the oval bearings is they will allow a safe redline of 8900 rpm's. They are a proven stronger bearing. The crank was also knife edged, micro polished, cross drilled, relieved, balanced, frozen and nitrated. This will provide another .2L+
The stock piston bore is 100 mm. We are using 105.7. This will provide another approx. .6L.
We are not using a stock Porsche case. Our deck height is taller which required longer rods and shorter piston centerlines. Do not want to disclose total displacement at this time, however as a benchmark. The largest we have seen these motors taken to date is 4.4L's.
As for strength, our case was designed for 1500 hp. It was also shuffle pinned and bow tailed. The crank, rods and pistons are very light and the oil is handled with a three indexed oil pump. Our case is not welded, however all our studs are 12 mm with special designed trick threads and washers.
I have to respect what Joe was getting at. No more questions or comments until we have some valid numbers to put up.
Good luck and Happy Holidays
Robert
#416
12-08-2008 | 09:00 PM
Registered User
Joined: Dec 2005
Posts: 2,566
From: new york
Rep Power: 602
The final build used a 80.4 mm billet crank.
The crank was ground for 2.0" NASCAR oval bearings. Rather than take it off all the way around, it was offset an additional 2 mm. Final stroke is 80.6 mm. The reason for the oval bearings is they will allow a safe redline of 8900 rpm's. They are a proven stronger bearing. The crank was also knife edged, micro polished, cross drilled, relieved, balanced, frozen and nitrated. This will provide another .2L+
The stock piston bore is 100 mm. We are using 105.7. This will provide another approx. .6L.
We are not using a stock Porsche case. Our deck height is taller which required longer rods and shorter piston centerlines. Do not want to disclose total displacement at this time, however as a benchmark. The largest we have seen these motors taken to date is 4.4L's.
As for strength, our case was designed for 1500 hp. It was also shuffle pinned and bow tailed. The crank, rods and pistons are very light and the oil is handled with a three indexed oil pump. Our case is not welded, however all our studs are 12 mm with special designed trick threads and washers.
I have to respect what Joe was getting at. No more questions or comments until we have some valid numbers to put up.
The crank was ground for 2.0" NASCAR oval bearings. Rather than take it off all the way around, it was offset an additional 2 mm. Final stroke is 80.6 mm. The reason for the oval bearings is they will allow a safe redline of 8900 rpm's. They are a proven stronger bearing. The crank was also knife edged, micro polished, cross drilled, relieved, balanced, frozen and nitrated. This will provide another .2L+
The stock piston bore is 100 mm. We are using 105.7. This will provide another approx. .6L.
We are not using a stock Porsche case. Our deck height is taller which required longer rods and shorter piston centerlines. Do not want to disclose total displacement at this time, however as a benchmark. The largest we have seen these motors taken to date is 4.4L's.
As for strength, our case was designed for 1500 hp. It was also shuffle pinned and bow tailed. The crank, rods and pistons are very light and the oil is handled with a three indexed oil pump. Our case is not welded, however all our studs are 12 mm with special designed trick threads and washers.
I have to respect what Joe was getting at. No more questions or comments until we have some valid numbers to put up.
#417
12-08-2008 | 09:14 PM
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Joined: Jul 2003
Posts: 22,235
Rep Power: 1226
The motor has not been tested in this final displacement. We can only hope it is right.
This project has always been in constant change, because the technology just kept changing and we just wanted the best there was available. Looking back after over four years we now realize it will never happen. These motors are kinda like computers. They are outdated the day they arrive. In our case ........ before they arrive.
Happy Holidays to you too.
Last edited by cjv; 12-08-2008 at 09:19 PM.
#420
12-19-2008 | 09:39 PM
Registered User
Joined: Dec 2003
Posts: 3,597
From: Texas
Rep Power: 203
Robert,
The motor has not been tested in this final displacement. We can only hope it is right.
This project has always been in constant change, because the technology just kept changing and we just wanted the best there was available. Looking back after over four years we now realize it will never happen. These motors are kinda like computers. They are outdated the day they arrive. In our case ........ before they arrive.
Happy Holidays to you too.
The motor has not been tested in this final displacement. We can only hope it is right.
This project has always been in constant change, because the technology just kept changing and we just wanted the best there was available. Looking back after over four years we now realize it will never happen. These motors are kinda like computers. They are outdated the day they arrive. In our case ........ before they arrive.
Happy Holidays to you too.
Robert
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