entropy_engineering

Oh Mark the car you posted another video is AWD. He's a legend in that community. AWD cars are scary that fast because they don't steer well with four slicks running low tire pressure. I would say it's jump steer lol. I'm here...now I'm over here. At the end he's pulling the chute. It's not so much to stop but also to keep pointed straight. That car has a Ford 9 inch hiding in back (that sneaky bugger). All that on a 4 cylinder a little over 2 liters. Crazy what 55 psi of horse-pressure can do with intake ports the size of the panama canal.

slate blue

Intended use is/was circuit work and street registered, it was to never destroy the nice nature of the car and not make the car horrible to drive with too much noise etc. It was/is an engineering/design exercise a life's work.

It was always intended to update the engineering in a car that the benefits would be felt because the chassis is capable of using the extra power and suspension is also capable of being greatly improved.

The pins I meant to mention are made from C-350, with regard to sinking the valves, it may not need lots of lift to overcome, I am doing this to improve the flow. The reasoning behind it is the diffusion can be improved the power will improve and most likely the flow. That is even flow around the valve. If you go back you will see the pic of the windsor head and it is very similar to the 20 head. Same 20 degree angle. The flow from that head is only better down low but if I can improve further why not, lets find out the max.

The cam lift will be around 0.650" Maybe more. Yes I have thought about roller bearings in the cam housing. Don't know if there is room but those bearings use less oil. Also if the diameter was increased maybe the lift can be further increased but maybe that is not worth it as I wouldn't go past 0.720" anyway.

The cams need to be considered with the rest of the induction, that will be ITB from AT Power hopefully. They don't use a shaft, better faster less turbulent flow. I will be looking at resonance, the headers have been mocked up and the induction will be designed to come in at the low 7,000 rpms upto 8,000 rpm.

Going to use the Alusil, the bore will only be 103 mm, maybe close the deck but not with welding. Had that failure already. I think that this area can be fraught with failure but when the holes are drilled they need to be shaped for flow, not just a hole on a plate.

I had lifters made in the UK for my wife's engine, 10 pounds each for price plus 4 pounds for extra machining to 928 size. they weigh 64 grams each without the adjusting screw. Colin J put me onto them.

Better go, more later

Cheers

Greg

slate blue

Some more general maybe interesting info, I have read that the current F1 engines (2009-2010) run on between 7 to 10 litres of oil in their tanks. Ferrari use 7 to 8 litres and the Mercedes 10. They also said it is better to have two oil tanks, that is use a secondary tank which is the same as the Honda F1 2008 tank that I have.

So I would think that a 928 engine with a efficient swirl tank would be fine with double that capacity as long as it doesn't use the 928 oil pump. The best of the F1 engines use 0.3 Litre per 100 kms.

Greg

Dave928S

Thanks for posting all this info Greg ... really interesting reading.
Look forward to reading more ... and seeing/hearing the final result.

entropy_engineering

Hey Greg I've been surprised by some of the import vehicles I've worked on recently when I noticed how little oil they hold. I understand it's because the goal is to heat the oil up as quickly as possible. Blowby gases can combine with moisture in the oil to make a weak sulfuric acid solution which is death long term for the tin like inner layer of engine bearings. The heat is supposed to remove moisture as quickly as possible on short drives. I realize you will likely change it extremely often, but remember some of these engines you're comparing run preheated fluids. I would think the smallest amount of oil that you could circulate without having aeration or starvation would be ideal.
Cheers, Evan.

entropy_engineering

BTW ACL race bearings are made in Australia. Could you find out where for me and go over there threatening to kick someones *** unless they make them for us? On a serious note they probably do make the 1.88 rods. They make the best bearings on the market in my opinion.

Sorry for the repeated posts, but I keep thinking of more questions I've been wanting to ask you. Since you're doing a 16v do you plan on running 944 oil feed restrictors to the heads?

slate blue

This new development may be interesting to you racing guys, maybe even good for a street engine depending on the setup. The company that developed this system is quite well known and I believe well regarded.

No moving parts which initially surprised me so it could be run on a street car as it wouldn't be noisy in itself.

http://www.spintric.com/Spintric.htm

Imo000

Looks like an air pil seperator, what's the big deal about it?

Bigfoot928

there are some folks that are making sump pans with the pumps integrated to the pan....... a little more expensive but quite the engineering went into them........

slate blue

A little tidbit of info, the current issue of RET has an article on the last of the F1 V8s, In general I found this technology regarding their oiling systems interesting as they use the best of technology and are able to de-aerate their oil and run very minimal oil quantity. This has been further refined since I wrote the above post although I didn't post what the Renault engine's oil capacity was back then and the current figure relates solely to that engine.

Depending on the track, it runs between 2 to 3 litres of oil. At Monaco it will run two and at silverstone it runs 3. I would imagine other circuits and if the consumption was going up as the engine wore they would put more oil in up to the 3 litres.

I also learned that the current Auto Verdi (AV) pumps with separators are extremely efficient. The separators on the upgraded model have been significantly improved and extremely high separations numbers are achievable. This allows for greatly reduced oil quantity. (8 litres will be plenty for the 928 engine when coupled to an advanced separation tank)

Also these pumps have extremely low friction. (even the pressure gears have a DLC coating) They have very few moving parts, these are all low friction coated and the moving parts are kept to a minimum. This is the reason many race car teams have adopted their use as rebuilds are quite simple when needed.