Installed UMW Stage2A Kit..
#16
12-23-2010 | 12:31 PM
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From: Brussels
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Has there ever been a full UMW stage IV car? Oh yeah, Topgun and KPG...
#18
12-23-2010 | 01:31 PM
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Joined: Apr 2008
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From: Colorado
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Nope, he never finished the stge IV. Unless I am mistaken just the engines internals were done by umw. machining, special coatings, special rods, cams, etc.
IMO UMW stge 2 might be the most fun that you can have safely
at the lower power levelsmeth is another, but the jury is still out in my opinion on the safety part as seen below from elsewhere:
Hi folks, it's been some time since I've been on Rennlist. I've been doing a little research on the topic issue and did some searching on these forums for answer but have come up short handed.
Car is a 2001 Turbo, previously a Ruf 550T model. Tial A28's, methanol injection. ~600whp. ~5K miles onto the car after the work and the motor started emulating a click with a typical tone like a broken piston skirt or ringland. Customer dropped off the car and I finally got to tearing the motor apart.
Issue.....#3 piston pin circlip failed, pin gouged sleeve bore. Circlip lost into the depths of the case. The piston also cracked at the pin boss, but I'm unsure as to if it's the culprit to the circlip failure or a fracture due to the force exerted when the pin came in contact with the sleeve while running. The motor was running, and right up until I pulled it into the garage was not even spitting a wisp of smoke from the pipe. compression was down from all other bores by ~60psi due to the 1/4" x 1/16" deep groove cut the full length of the piston travel.
I'm curious to know how frequent of an issue this is with this motor? I've personally never experienced it with the M96. This is a complete factory internal motor and one that to my knowledge and from visual inspection has never been opened up before. Mileage about 55K last I checked. While being owned by the customer(also good friend) the car has never seen track duty nor any RPM above ~6800, although has been using all of that 600whp in the normal RPM range to good use!
Just looking for some insight and opinions as to whether this was some freak incident or a common occurrence. At this point it's quite apparent the motor will require a full rebuild and I wouldn't dare risk not replacing all the circlips at this point. Any info is better than nothing
I will take pictures and post them if requested.
Best Regards
-Adam
Car is a 2001 Turbo, previously a Ruf 550T model. Tial A28's, methanol injection. ~600whp. ~5K miles onto the car after the work and the motor started emulating a click with a typical tone like a broken piston skirt or ringland. Customer dropped off the car and I finally got to tearing the motor apart.
Issue.....#3 piston pin circlip failed, pin gouged sleeve bore. Circlip lost into the depths of the case. The piston also cracked at the pin boss, but I'm unsure as to if it's the culprit to the circlip failure or a fracture due to the force exerted when the pin came in contact with the sleeve while running. The motor was running, and right up until I pulled it into the garage was not even spitting a wisp of smoke from the pipe. compression was down from all other bores by ~60psi due to the 1/4" x 1/16" deep groove cut the full length of the piston travel.
I'm curious to know how frequent of an issue this is with this motor? I've personally never experienced it with the M96. This is a complete factory internal motor and one that to my knowledge and from visual inspection has never been opened up before. Mileage about 55K last I checked. While being owned by the customer(also good friend) the car has never seen track duty nor any RPM above ~6800, although has been using all of that 600whp in the normal RPM range to good use!
Just looking for some insight and opinions as to whether this was some freak incident or a common occurrence. At this point it's quite apparent the motor will require a full rebuild and I wouldn't dare risk not replacing all the circlips at this point. Any info is better than nothing
I will take pictures and post them if requested.
Best Regards
-Adam
Was the owner running on 91 octane fuel? How much boost was run on the engine? Please check #2 rod bearing???
Here is my take... I have seen 4 engines running methanol lately that have ended similar and worse. What is happening is that we are turning the flat 6 plenum into a wet chamber. We are leaning out certain cylinders.. The ECU cannot trim the fuel to the lean hole if at WOT.. Especially if you are running 91 octane and adding the alcohol for fueling and octane/detonation protection.
Besides the rod bearings how did the ring lands "look" __________________
Here is my take... I have seen 4 engines running methanol lately that have ended similar and worse. What is happening is that we are turning the flat 6 plenum into a wet chamber. We are leaning out certain cylinders.. The ECU cannot trim the fuel to the lean hole if at WOT.. Especially if you are running 91 octane and adding the alcohol for fueling and octane/detonation protection.
Besides the rod bearings how did the ring lands "look" __________________
#19
12-23-2010 | 03:48 PM
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Joined: Oct 2005
Posts: 2,726
From: Michigan
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Apparently you have never driven a Tilton. They are not metal to metal, but carbon discs. I have had every clutch UMW offered, and all were fine for what they were expected to do. Once I went to a puck type disc at UMW it did get a bit light-switchy, but that is the trade off. I tried to use that set up at EVOMS but we just fried that setup with the TQ we were making. Once I got the Tilton, it was light years ahead of any other clutch I have ever had on a Porsche; in both feel, takeup, and holding ability. Granted, the price is absurd, bordering on insane but you get what you pay for and then some. Other than when it is cold, it drives damn near stock in my car. I can roll off from a level traffic light with out throttle. Other than price, it has little downside in my opinion.
#22
12-23-2010 | 04:36 PM
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Joined: Apr 2008
Posts: 5,214
From: Colorado
Rep Power: 396
Apparently you have never driven a Tilton. They are not metal to metal, but carbon discs. I have had every clutch UMW offered, and all were fine for what they were expected to do. Once I went to a puck type disc at UMW it did get a bit light-switchy, but that is the trade off. I tried to use that set up at EVOMS but we just fried that setup with the TQ we were making. Once I got the Tilton, it was light years ahead of any other clutch I have ever had on a Porsche; in both feel, takeup, and holding ability. Granted, the price is absurd, bordering on insane but you get what you pay for and then some. Other than when it is cold, it drives damn near stock in my car. I can roll off from a level traffic light with out throttle. Other than price, it has little downside in my opinion.
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