KA - In Memory of my Mom (Vincee) and best friend Michael J. Maring
#1786
12-19-2005, 12:15 PM
If it wasn't for Chads research and funding into the "tunning and perfecting" of the Turbo motor, thier would be many of us on the board making enourmous errors with our Turbo's and wasting a lot of money. I for one have saved a bundle by using Chad's informative postings in the past.
I have learned so much from Chad's KA project and I think I can speak for hundreds of 6speeders that can say the same.
Thanks Chad for everything!!!Your spirit and enthusiam is the true essnce of why we started a community such as 6speed
Sticky I think you may have won the 6speedonline Bone-head award this month LOL
I have learned so much from Chad's KA project and I think I can speak for hundreds of 6speeders that can say the same.
Thanks Chad for everything!!!Your spirit and enthusiam is the true essnce of why we started a community such as 6speed
Sticky I think you may have won the 6speedonline Bone-head award this month
LOL
#1787
12-19-2005, 12:21 PM
Solution number two is to do what we did with the crank, rods, valves and pistons ................. design and make our own. This will require profiling the turbo cam along with the GT3 cam, come up with our own cam profile and grind a cam that will fit in the GT3 cam housing, utilizing turbo cam markings and our own profile. This will probably add two to three months to the completion of the engine assembly. It should also make the tuning a whole lot easier. We are still exploring this option.
#1790
12-19-2005, 05:36 PM
Originally posted by cjv
...The problem arises due to the fact the 996tt and the GT3 ecu have different level's of timing advance along with different reading markings on the cams themselves. We didn't address this in our original work.
Translation, without modifying the ecu codes the valves will smack the pistons.
tion...
...The problem arises due to the fact the 996tt and the GT3 ecu have different level's of timing advance along with different reading markings on the cams themselves. We didn't address this in our original work.
Translation, without modifying the ecu codes the valves will smack the pistons.
tion...
While this sounds like a pretty big obstacle to overcome, I'm sure solving it will be extremely gratifying. I look forward to hearing about KA's future progress.
You have previously mentioned that there are a handful of people around the world building TT motors approaching this level of complexity.
Since the timing advance and reading markings were not addressed in your original work(which leads me to believe it wasn't thought of as a problem until recently), I wonder if someone else learned of this the hard way?
Greg A
#1791
12-19-2005, 06:19 PM
Originally posted by Kev
lol. I didn't mean that in a negative way or anything.
I pity the people who think that "wrong turns" won't happen in a project of this magnitude.
Best of luck Chad.
lol. I didn't mean that in a negative way or anything.
I pity the people who think that "wrong turns" won't happen in a project of this magnitude.
Best of luck Chad.
I didn't take it the wrong way.
I appreciated your comment.
#1792
12-19-2005, 06:20 PM
Originally posted by teflon
Chad,
While this sounds like a pretty big obstacle to overcome, I'm sure solving it will be extremely gratifying. I look forward to hearing about KA's future progress.
You have previously mentioned that there are a handful of people around the world building TT motors approaching this level of complexity.
Since the timing advance and reading markings were not addressed in your original work(which leads me to believe it wasn't thought of as a problem until recently), I wonder if someone else learned of this the hard way?
Greg A
Chad,
While this sounds like a pretty big obstacle to overcome, I'm sure solving it will be extremely gratifying. I look forward to hearing about KA's future progress.
You have previously mentioned that there are a handful of people around the world building TT motors approaching this level of complexity.
Since the timing advance and reading markings were not addressed in your original work(which leads me to believe it wasn't thought of as a problem until recently), I wonder if someone else learned of this the hard way?
Greg A
Yes, valves have been bent .......... more than once. And these people are good.
PS .............. Tell your mom and dad I said Hi and wish them a Merry Christmas for me.
#1793
12-19-2005, 07:38 PM
Originally posted by cjv
Greg,
Yes, valves have been bent .......... more than once. And these people are good.
PS .............. Tell your mom and dad I said Hi and wish them a Merry Christmas for me.
Greg,
Yes, valves have been bent .......... more than once. And these people are good.
PS .............. Tell your mom and dad I said Hi and wish them a Merry Christmas for me.
Chad,
When I read, "more than once" it just made me cringe. I hate to even think about how frustrating that would be.
We also wish you and your family a very Merry Christmas and my mom wants to know if you've made a decision on that law school thing.
Greg A
#1794
12-19-2005, 09:24 PM
Originally posted by teflon
Chad,
When I read, "more than once" it just made me cringe. I hate to even think about how frustrating that would be.
We also wish you and your family a very Merry Christmas and my mom wants to know if you've made a decision on that law school thing.
Greg A
Chad,
When I read, "more than once" it just made me cringe. I hate to even think about how frustrating that would be.
We also wish you and your family a very Merry Christmas and my mom wants to know if you've made a decision on that law school thing.
Greg A
I was sidetracked with 20 lot subdivision development (which was just sold) and a hotel development on the ocean that just started.
I am looking at sitting for the LSAT maybe in February. I have taken one prep course and reviewed I don't know how many prior tests. This is taking almost as long as building KA.
#1796
12-19-2005, 09:36 PM
Originally posted by teflon
OK. I'll let her know. She wants me to check up on your progress every so often to make sure you're still on track.
Greg A
OK. I'll let her know. She wants me to check up on your progress every so often to make sure you're still on track.
Greg A
#1797
12-19-2005, 09:46 PM
Originally posted by cjv
Give your mom a hug for me. You have a terrific mom and one very classy lady.
Give your mom a hug for me. You have a terrific mom and one very classy lady.
It seems that as a result of these new developments your motor can't quite go back together yet. Have you considered putting in one of your other ones in the interim?
Greg A
#1798
12-20-2005, 10:01 AM
Originally posted by teflon
Thanks! You know she gets that from me, right?
It seems that as a result of these new developments your motor can't quite go back together yet. Have you considered putting in one of your other ones in the interim?
Greg A
Thanks! You know she gets that from me, right?
It seems that as a result of these new developments your motor can't quite go back together yet. Have you considered putting in one of your other ones in the interim?
Greg A
First, the other motors are not assembled. Second, I will occassionally go to the track with one of the other cars or arrange for an "arrive and drive." When any of the street cars go out on the road it is usually for some Sunday fun or a trip with the wife. You have seen my daily driver.
#1799
12-20-2005, 02:33 PM
Originally posted by Porscha
You don't need to change all instruments and gauges if you go MoTeC. I have an RS4 on MoTeC (not piggy backed) and use all gauges, ABS etc. Gemballa also use (or have used) MoTeC on 996 turbos. I also intend to use it on my 996 tt I am building.
You don't need to change all instruments and gauges if you go MoTeC. I have an RS4 on MoTeC (not piggy backed) and use all gauges, ABS etc. Gemballa also use (or have used) MoTeC on 996 turbos. I also intend to use it on my 996 tt I am building.
Guy
PS Chad - keep at it, I've been there with development work and prolonged periods of absence from the Skyline days and whilst it's depressing living through it, getting the final results at least prove one's theories and do finally bring enjoyment........
Last edited by Guy; 12-20-2005 at 02:35 PM.
#1800
12-20-2005, 04:20 PM
Mondays Update:
The stock turbo and GT3 cams have been sent to a cams "only" specialist. Both cams will be profiled.
Yes, after all these years the cam specifications for both of these cams will be available. 
The cam specialist will then tell us if the pointers of the turbo cam can be imprinted on the GT3 cams. If so, then we will check with the ecu tuner to ensure the vario cam segment of the ecu program can be deleted and the other cam segment be modified to operate through the full rpm range.
Our other option is to grind the turbo cam to the GT3 profile or another profile close to that of the GT3. If this route is followed we would have to go back to the turbo valves made for the GT3 Cup heads. These valves vary from what we are currently using in that the overall valve lenght is a few mm's shorter. Luck has it these were the second set of valves that we made prior to determining that we needed a slightly longer valve for the GT3 cam. Today S Car Go Racing sent these valves (the shorter valve lenght ones) to HP Coating. Don't know if this is the route we will be following .............. but if we do the correct valves will be ready. If we follow this route the cylinder holders will still be GT3 (which is heavier duty) but the cam housing would be from the turbo which is lighter duty.
One other bit of info. The GT3 exhaust cam will fit the turbo cam housing. The GT3 intake cam will not. The GT3 cams are not vario lift cams. The turbo's intake is vario lift, however the exhaust cam is not.
The stock turbo and GT3 cams have been sent to a cams "only" specialist. Both cams will be profiled.
Yes, after all these years the cam specifications for both of these cams will be available. The cam specialist will then tell us if the pointers of the turbo cam can be imprinted on the GT3 cams. If so, then we will check with the ecu tuner to ensure the vario cam segment of the ecu program can be deleted and the other cam segment be modified to operate through the full rpm range. Our other option is to grind the turbo cam to the GT3 profile or another profile close to that of the GT3. If this route is followed we would have to go back to the turbo valves made for the GT3 Cup heads. These valves vary from what we are currently using in that the overall valve lenght is a few mm's shorter. Luck has it these were the second set of valves that we made prior to determining that we needed a slightly longer valve for the GT3 cam.
Today S Car Go Racing sent these valves (the shorter valve lenght ones) to HP Coating. Don't know if this is the route we will be following .............. but if we do the correct valves will be ready. If we follow this route the cylinder holders will still be GT3 (which is heavier duty) but the cam housing would be from the turbo which is lighter duty. One other bit of info. The GT3 exhaust cam will fit the turbo cam housing. The GT3 intake cam will not. The GT3 cams are not vario lift cams. The turbo's intake is vario lift, however the exhaust cam is not.