justaguy

Hello all it's been a while.

I just finished building a race 32v engine I'm making 340 rwhp I was wondering if any one else is making similar power?

I dyno'd my 87 5 spd on the same dyno on the same day for reference it made 275/275

Thanks
Sean

gmendoza

Nice. What's been done to the race engine?

SwayBar

Nice numbers! Please provide details on the work done.

Your numbers are similar to a stock-block with GT cams, headers, x-pipe, 2.5" dual exhaust, and a rising rate fuel pressure regulator, and/or Sharktuned.

justaguy

Engine has S3 cams, larger 944 turbo valves, cayenne coil on plug, larger Ford injectors, total seal rings 928 international headers, IJ crank scraper windage tray. OB pan with spacer. Stand alone after market ECU ( Vems) intake spacer. Stock block with S4 pistons.

That's most of it, or what I can remember at the moment

Mark Anderson

Want to plug in 500+?

SwayBar

What size injectors?

How long did it take, and how difficult was it tuning a new ECU? That was a brave undertaking!

justaguy

Mark not sure I could drive 500 plus but what do you have in mind? I tried racing with 550 rwhp , it wasn't fun. It was a lot of work.

ECU was done by Colin Jensen 4 -5 years ago I only recently got interested in the project again. Injectors are 26# from Ford motor sport.

FredR

Given your benchmark S4 dyno reference I would say that is a pretty decent build and I would think that motor is going to haul some ***!

Without some form of reference point for comparison dyno numbers mean relatively little- so very well done I reckon.

Never read of the coil on plugs mod being done before pity you do not have a "before and after" for that. Similarly it would have been interesting to have a before and after for the engine management system to see what value such adds. For 500+ hp you are into stroker cranks, ITB's etc etc- serious $$$$'s.

oups59

Interesting...How does it works?

hacker-pschorr

Awesome build!!

You are in good hands with Colin, he knows that VEMS system very well. I've talked to him in great lengths about some of his projects

Todd's twin turbo uses GMC LQ9 coils modified to be on plug:
http://www.erik27.com/todd/turbo/coils/index.html

He started with Porsche Cayenne coils, eventually going with the GM units.

Most modern cars have an individual coil per spark plug. Either with the coil installed directly on the spark plug, or a coil "near" plug like GM uses on their push-rod engines.

Colin has also installed the coil near plug arrangement on 16V 928's, as seen in post #2 in this thread:
https://rennlist.com/forums/928-foru...anagement.html

I'll be doing a similar arrangement with my 79.

FredR

Instead of having two coils and distributor [which presumably loses some energy] the trigger signal is sent to a coil that is mounted on the spark plug itself thus no HT cables. Thus power is supplied to the unit and firing signals are sent to it to generate the HT firing pulse.

There is also a system as used on one of my [non Porsche] vehicles where one cylinder has a coil and that generates a secondary HT pulse that is used to fire another cylinder- I think it is called a "wasted spark" thus a 6 cylinder motor would have 3 coils and three HT cables carrying the wasted spark.

ptuomov

Nice gains.

Shoot some photos and list more of the details.

Which Total Seal rings did you use?

justaguy

The total seal rings are 100mm listed for the 944 turbo 2 sets of course. I dyno'd the street car back to back with the race car because I DIDN'T want to start a thread about dyno parity. Our dyno is a Mustang AWD 1500 with the latest software and has a built in weather station which corrects to the J 1329 standard. the dyno was set up and calibrated by a professional engineer who has extensive experience in controls for modern drilling rigs. So I'm confident in the accuracy of the numbers. I use my street car as a control standard and it has made the same number on 4 different dynos including MCE racing at thunderhill and Horsepower solutions here in Edmonton, a shop in Calgary as well as our dyno at my shop.

When Colin installed the Vems and COP on the car he dyno'd it at his place and it made 275 rwhp on basically otherwise stock engine with headers, I added heads with O/S valves and cams and a mildly ported intake, after the original engine froze and split a head while I was off racing in California a few years ago. the gains were made with the heads and intake, of course we had to add more fuel to the table after we got better air flow, We are currently limited by the injectors as they are running at 95% Duty Cycle. I have a set of 30# injectors and I plan to install them as time permits over the winter. The gains came from the heads , cams and intake and having the ability to tune the engine to take advantage of the improved air flow provided by the up grades.

I am building a rev 2.O version of this engine with an 85-86 higher compression bottom end so it will be interesting to see how the higher compression effects the torque number.

I need about 400 rwhp to win the ST2 class in which I plan to compete next year. Thats what the vettes are running.

terry gt

making a little more with better cams , Colin's , using stock ignition , and rebuilt ECU with PEMS
the numbers below are before we changed to 42 # 4 hole injectors so I would expect even better number than below . heads have never been off . even passed emission tests !
Colin posted some utube vids of idle and 0-60 run ,look for 928 GT

ptuomov

Interesting. Hope you took a lot of photos during the process.

Some more questions:
How did you port the stock intake manifold?
Are you running stock 75mm throttle body?
What's the head diameter of those new intake valves?
What do you estimate is the contribution of the larger intake valves to the head flow and to the power ouput?
Did you install the S3 cams straight up or retarded?
What's the current compression you're running?
What kind of headers are you running?