HY M8NC

Not that I'm in to the technical...but I have a funny Dyno story.

I went with the two Steve's from ImagineAuto to my friend's dyno shop here in KC. They were going to run Steve K's new 996tt. He's done a couple of simple mods-I think there is a lot on the way. As the Mullet clad neighbors were drooling over the Iroc in the parking lot, Steve's little German car laid down 500hp at the rear wheels (unhooked the front drive) BEFORE tuning.

Actually got a "wholly sh*t" from the dyno owner. The Mullet's never had a clue...

David Floyd

</font><blockquote><font size="1" face="Verdana,Tahoma,Arial,Helvetica,Geneva">quote:</font><hr /><font size="2" face="Verdana,Tahoma,Arial,Helvetica,Geneva"> As the Mullet clad neighbors were drooling over the Iroc in the parking lot </font><hr /></blockquote><font size="2" face="Verdana,Tahoma,Arial,Helvetica,Geneva"><img border="0" alt="[hiha]" title="" src="graemlins/roflmao.gif" /> <img border="0" alt="[hiha]" title="" src="graemlins/roflmao.gif" /> <img border="0" alt="[burnout]" title="" src="graemlins/burnout.gif" />

Chris_924s

I cant find the mag anywhere on the net.. Anyone know a source ??

Mullets.. too funny.

tecart

Don't be a fool. He's not saying that an 11:1 stock 968 engine can make 600 horsepower at 20 psi. He's saying that if Norwood can build a motor with 10:1 compression and run 24 psi, then he can SURELY do 3-6+ psi on an 11:1 engine no problem. We wouldn't be doing this with an 8 valve motor, the spark plug location and pent roof design of the 16 valve heads are superior to the 8 valves [need I translate this as meaning more reliable?]. Some of you guys are just too much...

Humm, id like to see a dyno before and after a headgasket change: going in 8.0-1 compression, after, new gasket, milled head and deck to 8.5-1 compression and see what is what on a dyno, also the test would be made on a car with no head gasket problem before or after, just a change in the compression and test it, would power jump up 20 HP? i wonder

944S2NUT

</font><blockquote><font size="1" face="Verdana,Tahoma,Arial,Helvetica,Geneva">quote:</font><hr /><font size="2" face="Verdana,Tahoma,Arial,Helvetica,Geneva">Originally posted by Danno:
<strong>

I checked out the latest software from Motec for the M4, pretty neat!</strong></font><hr /></blockquote><font size="2" face="Verdana,Tahoma,Arial,Helvetica,Geneva">I wonder if they sell motec exhaust? <img border="0" title="" alt="[Wink]" src="wink.gif" /> <img border="0" title="" alt="[Wink]" src="wink.gif" />

Bryans951

Ok here are a few pictures from the article. These pictures are out of Excellence magazine, issue 118 April 2003. The article is by Harold Pace, photographers for the magizine are Hal Thoms, Peter Brock, and Don Heiny. Hopefully no one will be beating on my door in the morning. <img src="http://boards.rennlist.com/upload/600hp2.JPG" alt=" - " />
<img src="http://boards.rennlist.com/upload/600hp1.JPG" alt=" - " />
<img src="http://boards.rennlist.com/upload/600hp.JPG" alt=" - " />

Steve Lavigne

Thanks for posting the pictures.

Aside from the weight distribution considerations, that has got to be the best mounting location for the turbo on a 944 racecar. I bet the exhaust after the turbo isn't more than 12 inches long! Also, I like the dry sump.

I'm assuming Bob Norwood didn't do the whole car, otherwise I imagine the stock brake master cylinder/vacuum booster would have been tossed. I'm also surprised to see a stock distributor rather than a wasted spark setup.

wjk_glynn

</font><blockquote><font size="1" face="Verdana,Tahoma,Arial,Helvetica,Geneva">quote:</font><hr /><font size="2" face="Verdana,Tahoma,Arial,Helvetica,Geneva">Originally posted by Chris_924s:
<strong>I cant find the mag anywhere on the net.. Anyone know a source ?? </strong></font><hr /></blockquote><font size="2" face="Verdana,Tahoma,Arial,Helvetica,Geneva"><a href="http://www.weissach.net/PorscheMagazines.html" target="_blank">http://www.weissach.net/PorscheMagazines.html</a>

Karl.

PorscheG96

I KNEW he went with a 16 valve head...it's the only way he could get away with that much compression. BOOYA!

Steve Lavigne

</font><blockquote><font size="1" face="Verdana,Tahoma,Arial,Helvetica,Geneva">quote:</font><hr /><font size="2" face="Verdana,Tahoma,Arial,Helvetica,Geneva">Originally posted by PorscheG96:
<strong>I KNEW he went with a 16 valve head...it's the only way he could get away with that much compression. BOOYA!</strong></font><hr /></blockquote><font size="2" face="Verdana,Tahoma,Arial,Helvetica,Geneva">I still find it strange that he went with 10:1 compression instead of just running a higher boost pressure. You can run the air compressed by the turbo through an intercooler, whereas you obviously can't do this in the combustion chamber.

early85944

If you guys believe everything that Norwood says, maybe you need to take a look back into his history. Norwood once made and sold classic Ferrari's as the real thing. He imported a bunch of old Ferrari engineers and made the cars at his facility. The only illegitimate thing was that he sold the cars under the Ferrari name as if they were the real thing. If I remember correctly his little endeavor landed him in jail and set him back a couple of million in fines. Just kind of like how the one of the DOOM cars magically disappeared (yeah right) can you say insurance scam.

Danno

"I still find it strange that he went with 10:1 compression instead of just running a higher boost pressure."

He was probably optimizing both this compression and boost. Let's say his turbo could 'only' put out 34psi boost and he found he still had some breathing room. So he increased compression to the point of knock & detonation.

Most likely his dynamic compression numbers weren't as high as the ratio would suggest due to the cams he was running. In order to place the power-peak that high, he'd need a really long intake duration using lots of overlap and a late close with lobe-centers in the 115-120 degree range. So basically, the intake valves were still open well into the piston's compression stroke, thus the high comp.ratios didn't result in actual high-compression inside the combustion chambers.

cruise98

It is the current issue. I got mine a couple of days ago. The turbo is positioned where the windshield washer reservoir used to be. Very radical thinking!

Not sure how he got the displacement, but from reading the article it appears it is from bore reduction. It is probably a secret. The rod length is definitely a secret.

early85944

Also, for the fifty thousand dollars Bob spent on his motor it beter be pretty trick.