UMW Stage 3A Zero Clearance Breaks New Ground: Dyno Sheet
#361
03-22-2007, 12:28 AM
Join Date: Oct 2005
Location: Michigan
Age: 55
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Here are some pics from the UMW head project. The finished port is on the exhaust side. The unfinished is from the intake and is used to show just how rough the casting is in stock form. There will not be any pics posted of the intake side, but the exhaust side shows the work required to get 300+ cfm flow. The head ports are all port matched to the gaskets as well so there is no excess gasket material that will impede airflow. We are very close. Kevin
Last edited by KPG; 03-22-2007 at 02:24 PM.
#363
03-22-2007, 12:42 AM
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Originally Posted by cpu77
That porting is beautiful!
Last edited by KPG; 03-22-2007 at 12:49 AM.
#365
03-22-2007, 04:51 PM
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Originally Posted by KPG
There has been a lot of talk lately about alternatives in the 700+ HP category, and I think these new turbos will become the benchmark. These are the stage 3A turbos running on race gas at <1.3 bar. The 1.3 TB shutdown has not been removed and will protect against any overboost situation. These turbos have no compromise, huge TQ down low and incredible HP up high. This dyno sheet was run on Kevin's DynaPac dyno that he uses. To those who may question this type of dyno, keep in mind this is the exact unit Todd Knighton at Protomotive just purchased for his shop. For those who are wondering what STG3B will accomplish...Imagine this power with rods and high flowing heads and a 7500 Rpm redline...For 28K....Enjoy
Rpms...Wheel Tq...FWtq........WheelHP...FWHP
2000...328...........400..........125..........152
2500...365...........445..........175..........213
3000...470...........573..........262..........319
3500...550...........670..........375..........457
4000...580...........707..........450..........548
4500...590...........719..........500..........610
5000...580...........707..........550..........670
5500...520...........634..........540..........658
6000...500...........607..........575..........701
6500...495...........603..........620..........758
7000...480...........585..........640..........780
This setup produces 400FWTQ at only 2000 rpm but also makes 780HP up high. All conversion figures are with an 18% loss since this is AWHP and TQ.Looks like you can have your cake and eat it too
....makes me want my 3B that much more...Kevin
Rpms...Wheel Tq...FWtq........WheelHP...FWHP
2000...328...........400..........125..........152
2500...365...........445..........175..........213
3000...470...........573..........262..........319
3500...550...........670..........375..........457
4000...580...........707..........450..........548
4500...590...........719..........500..........610
5000...580...........707..........550..........670
5500...520...........634..........540..........658
6000...500...........607..........575..........701
6500...495...........603..........620..........758
7000...480...........585..........640..........780
This setup produces 400FWTQ at only 2000 rpm but also makes 780HP up high. All conversion figures are with an 18% loss since this is AWHP and TQ.Looks like you can have your cake and eat it too
....makes me want my 3B that much more...KevinRyan
#369
03-22-2007, 11:55 PM
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Originally Posted by cjv
I am surprised to see a "port match to the gaskets" on the exhaust ports? A slight upper lip (shelf) has proven to eliminate harmonic valve distortion, which does lead to some loss in power.
....rods are too heavy, harmonic valve distortion, liner issues..etc... Please brighten my day and tell me what looks good Kevin
#370
03-23-2007, 12:11 AM
Originally Posted by KPG
Chad, just curious....are we doing anything correct? I have yet to see anything posted from you that is positive ....rods are too heavy, harmonic valve distortion, liner issues..etc... Please brighten my day and tell me what looks good Kevin
....rods are too heavy, harmonic valve distortion, liner issues..etc... Please brighten my day and tell me what looks good KevinI'm use to seeing lighter material rods for 8000+ motors. The liners in themslves are not an issue. Short rods have a sharper angle which in turn puts more pressure on the side walls. By lengthening the rods you decrease the angle and in turn apply less pressure on the liners. You can also strengthen the liners. Porsche in the different GT3 motors chose to lengthen the rods. Harmonic distortion as caused by matching exhaust gaskets is not new technology.
Just like stock rods became to be an issue above 700 hp, other items will become known issues above 800 hp and 8000 rpm's. We have made so many mistakes and redone things some many times I shutter to think about it. My opinion is worth exactly what it costs. My comments were made to help not hurt. I won't comment anymore. Please accept my apologies.
#371
03-23-2007, 12:27 AM
Join Date: Oct 2005
Location: Michigan
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Originally Posted by cjv
Kevin, you are just dancing to a beat of a different drum. Heck, maybe I'm all wrong. My comments are not made to be critical.
I'm use to seeing lighter material rods for 8000+ motors. The liners in themslves are not an issue. Short rods have a sharper angle which in turn puts more pressure on the side walls. By lengthening the rods you decrease the angle and in turn apply less pressure on the liners. You can also strengthen the liners. Porsche in the different GT3 motors chose to lengthen the rods. Harmonic distortion as caused by matching exhaust gaskets is not new technology.
Just like stock rods became to be an issue above 700 hp, other items will become known issues above 800 hp and 8000 rpm's. We have made so many mistakes and redone things some many times I shutter to think about it. My opinion is worth exactly what it costs. My comments were made to help not hurt. I won't comment anymore. Please accept my apologies.
I'm use to seeing lighter material rods for 8000+ motors. The liners in themslves are not an issue. Short rods have a sharper angle which in turn puts more pressure on the side walls. By lengthening the rods you decrease the angle and in turn apply less pressure on the liners. You can also strengthen the liners. Porsche in the different GT3 motors chose to lengthen the rods. Harmonic distortion as caused by matching exhaust gaskets is not new technology.
Just like stock rods became to be an issue above 700 hp, other items will become known issues above 800 hp and 8000 rpm's. We have made so many mistakes and redone things some many times I shutter to think about it. My opinion is worth exactly what it costs. My comments were made to help not hurt. I won't comment anymore. Please accept my apologies.
, but thanks for offering. I think you may be looking at this project in the same light as your own. I cannot afford to do everything on the short list. We are getting some quality hardware for our dollar,but ultimately I cant have it all. Then again we were never looking to do a one-off. This is going to be a kit that provides great performance for the dollar.Is it going to beat all...nope. I think we have done all the precautions with case, crank and rods that could be expected....Anyway, what are the known issues above 800hp and 8K rpms you are referring to... Thanks,Kevin
#372
03-23-2007, 12:31 AM
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Whatever it will Im sure it will kick some ***...
markski
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2001 996TT 3.6L and stock ECU
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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
#375
03-23-2007, 03:10 PM
Join Date: Oct 2005
Location: Michigan
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Sure does.... Tom and I just decided to go a step further with the GT3 crank and substantial case machine work and mods...With these mods we can put on a much larger turbo than the 3B kit and run it much higher... 3B will just have rods and heads but no upgraded crank or casework and will have a restricted redline of about 7500 I would guess. Kevin G