Yeah, there's a lot of car projects that "seemed like a good idea when we were drunk."

 

Hence the phrase: "Seemed like a good idea on the bar napkin"

 

Maybe they are drinking the wrong beer.

 

i never thought of that. i wonder if thats possible? actuallly thats a good idea. but still how did carl , for example go from the near round ports inlets to the rectangle of his intake legs? it would be interesting to see the transisions.

Just the opposite here. this project will lead to drinking... im sure of it!

 

That's what the intake on the 1996-1998 993 street cars did.

 

Cool. I never knew that. Had to read more about it. Varioram.

http://instant-g.com/OldRoot/Product...sion/VRAM.html

 

There were two concurrent technologies offered on 911 motors - Varioram and Variocam. Varioram was offered on the 993s as Greg stated, and it was only offered for a time. Variocam, however, is now on multiple iterations and is still offered on new 911s.

The whole point of Varioram was to provide torque down low and other good characteristics by varying the intake runner length, kind of a more advanced version (much more) of the 928's flappy.

My testing found that Variocam produces the same or similar results without the hassle of that complicated manifold.

I took a 3L 944S2 motor (one half of a 928 motor really) and put a Variocam head on from a 968. It made a 23 hp difference in and of itself. Had good power down low just like a 968. The 968's variocam works by altering the angle of attack of the cam lobes by compressing and releasing a chain that connects the intake and exhaust cams.

The new variocam is accomplished by having two separate cam profiles in the same cam and works quite a bit better than the old version.

Again, there is a reason why varioram never caught on, and variocam remains after over 2 decades.......

 

Correct, with one important detail that can not be ignored.....

Variocam, on a street car, makes passing the smog requirements easier, whereas Varioram did nothing for emissions.

 

Ferrari F1 variable length intake.

 

Yep, it cannot be ignored that most "advancements" in the later cars have more to do with emissions and fuel economy than they do performance, even if a little extra performance was a side benefit. I present the 9A1 DFI motor for your consideration, LOL

 

I just realized how far deep inside the 928 "cave" I live:
I had to google "9A1 DFI" engine to know what you were talking about.

 

And the VarioCam from the 968 works quite well on the 928. Figuring out the cams for the drivers side bank and getting it to work properly is a bear. BTDT

 

Meh, you aren't missing anything IMHO. It started in the 997.2 carrera and it's wet sump variants continue to power the current cars including the GT3 and Turbo. I don't personally like the motor.

 

This must be the engine with the coated pistons in the "changed Alusil process" which loose the coating when it gets cold and gall in the cylinder that I've heard so much about?

Appropriately named Locasil?

Seemed like such a great idea to take the perfected Alusil process with iron plated pistons that has worked for over 40 years and change it.....

I'm hoping this saved them a few dollars on each piston/cylinder.

Engineering Department or the Bean Counters hard at work?

Which brings up the question of how many years has it been since the great German engineering firm of Porsche has built an engine that would last as long as a small block Chevy or a Toyota?

Planned obselesence or simply ignorance?

 

Its seems many of the Vario cam derivatives really searved to do what the S4 intake did , at the lower RPMs (really more of a street driving feel thing)
As many know i disconnected the flappy , which is the porsche "poorman" solution to this issue, and for good reason. it was started to be intermittent, and it would KILL useable HP in the mid RPM ranges. (3700rpm to 4500rpm) so by disconnecting it, i didnt loses anything , due to the fact that i never operate in the "closed flappy" rpm range nor do i care about gains in that area. 2500 to 3700rpm.
Tuning for racing (best performance in my mind), is usually pretty easy when all you care about is maximizing HP from 4500 to 6500rpm, and only at WOT to boot!

Back to the AMV8 intake topic...........does anyone know for sure if the 944S2 intake manifold lower portion (that mounts to the heads) is the same as the S4 intake. (we all know the ports might be slightly different diamters, but the bolt pattern and general shape is the same, right? as i mentioned, i willl lap off the ends of the 944S2 intake and mate it to the Am intake.
I dont think it will be an "S " configuration , as i see it, it will be straight , but angled from the intake plenum bottom , to the port entrance.

as long as we can get a reasonable transmission at tthe welds, this should work and not provide any major losses. i think the overall design of something creating big hp out of something so small as the 4.3 liter engine of the Vantage, will be great for the 928 S4 engine as well as the strokers.

now, sourcing the throttle body as well, which will be about 90mm and looking at the mechanism that will operate it, ala anderson and fans CF intake design. however, it looks like the entire thing will be rear facing as to avoid extra modifications.