See, that is what boosting is all about! Having fun!

 

>That is the problem all the twinscrew guys are running into. Poor launch traction.

Snipe ole buddy, you are just plain wrong! I can hook up my GT just fine... when I want to :-).

I personally think that ALL of the current and coming soon "Power Systems" are all great because they are on a 928!

What would be really cool is to have one of each type :-)

 

I have seen this many times and wonder if some of the SC these guys are seeing are running stock wheels. With 10's on the back I could toast them if I wanted but hooking up was never a problem.

 

Hey Mark, WOW .... you can cruise at 70 mph, stomp on the pedal and spin the tires! Very cool.

 

Hi Marc,

>.... you can cruise at 70 mph, stomp on the pedal and spin the tires! Very cool.

That must sound very familiar, this statement reminds me of the ole days when Lucky would call me all the time looking for 2.20 trannys because the strokers couldn't get any traction when they had the 2.64s and lower. He would tell me stories of lighting up the tires in 3rd and smile with that "wiley" grin of his.. BTW, I hope he is doing well, give him my regards.

I have to guess that the guys with strokers learned how to properly put the power down just like anyone has to learn when they increase their stock power so much. I will say from experience that I had a hard time with Dr. Scott's Stroker with those 3.09s trying to get it to hookup... wait, come to think of it, it was so much fun doing burnouts all the way up thru the gears that I don't think I ever even really tried to get it to hook up,... WAY TOO MUCH FUN!! :-)

 

Dave,
I will pass your note along to Lucky, and he is doing very well these days!

Putting down power is very difficult, and rarely is it ever learned ... now you know why.

The best "burner story" was a series of 2nd gear burnout we did for some fun ...err testing, some years ago .... we did 10 "rolling" burnouts in a row at about 45 mph.... wanted to see heat soak and its effect on the road, every fifty yards of so was a twin stripes for 20 yeards. On the dyno we would see a 7-10 hp drop over 10-15 back to back pulls as the heat increased. On the road test, barely notices the loss.

Try it, is is a blast and the marks on the road look very cool!

 

Hi Marc,

>I will pass your note along to Lucky, and he is doing very well these days!

That is great to hear!

>Putting down power is very difficult, and rarely is it ever learned ...

No doubt!

>now you know why.

Oh I have known why for 30 years, I had a "tweaked" Sunbeam Tiger when I was a junior in High school and learned early how to lauch a car that had a big power to weight ratio :-) Heck, back then most of my friends drove honest to god dragsters (with Lincoln lockers and 671s) on the streets where I grew up. The ones that didn't had 427 Cobras, Boss 429s, Hemi Cudas, etc ... This may give you a little insight as to why I like torque so much!!

>Try it, is is a blast and the marks on the road look very cool!

Will do, it will fit in nicely with all the other twin 12.5 inch wide marks on my local roads :-)

 

nope. you should see my driveway - it's a 640' long stretch of various length tire/burnout marks that is starting to look like the staging area at LACR (local drag strip) hehehe. it's raining now, but I'll have to take a pic or two... it's truly absurd, but soooo fun/funny... come to think of it, burnout trails seem to be "growing" at nearly every intersection in my neightborhood, and I suppose if one were to follow them, they would lead right to my house too... oops, er - those damn teenagers

my "personal best" burner so far was w/the wife in the car for the 1st time since I "fixed the oil leak", and just before a CHP rolled by... he passed in the opposite direction, didn't think it was me/apparently thought there was a fire as he raced over to the intersection we'd just totally "smoked out"... wife wasn't impressed & now wont even sit in the car course, being the considerate gent that I am, I asked if it was ok to have some other hottie occupy the seat to keep me company in the pcar... oops again

 

I wish there was a requirement to state "Price As Tested" next to each of the described setups. That would do more to separate the systems than HP figures, or lag times. I read (and appreciate) the HP wars and the gearing debates, but what it comes down to, IMHO, is the combined system and its overall cost. The whole is greater than the sum of its parts.
As the HP increases, the costs increase, and as the cost increases (include reliability here), more and more of us are left on the sideline, reading.
I, for one, would rather do a $5000 (?) system, than read about a $10,000. system. I don't think I'm alone on this.

 

I agree. If a $5000 system can deliver 80% of what the $1000 does, that's good enough for the majority of people on this board. OR do what I did, build your own setup. It's really not that difficult to do. More time consuming than anything else.

Correction..... I ment to type $10000 not $1000

 

Ahh yes....the old "Law of Diminishing Returns"

 

Hey Brendan...I suggest you watch your comments on here. For a guy who has never actually finished anthing in this realm you pretend to be such an expert. Again, I remind you my 4.5 liter showed up quicker than the equal boosted CS car, 0.3 sec across a 1/4 mile. That was with a 3-spd AT vs. 5-spd. Those cars made the same peak HP. Can you guess which one made more torque & power from 3000-5,200 RPM? You can draw the conclusion. I often wonder if you have ever even taken a ride in any 928 with positive manifold pressure? For not having anything running I can't imagine how you know so much about this subject. I've been playing with this stuff on and off since 1990. And to think how small those turbos on Goldmember actually were...

What you guys just don't seem to understand is this: The more you doubt what is possible, the more it drives me to build it...really So keep adding in your negative comments, it only drives me more. Additionally, I love the debating.

Brendan, I confronted you and Lag intellectually a long time ago...you guys continued to doubt and make crazy comments. Then Lag stooped down to his usual smart-*** levels. My build came back, doing exactly what it was estimated to do. At that point Lag had no choice but to stoop to making personal comments to make himself look better. I can't imagine that worked. Paul was wrong (never admitted it), as were most of the other doubters. The guys I really don't understand are those who hide up on here behind their screen names, then show up to the shows...then back on the list to make negative comments having never introduced themselves. Brendan, why don't you plan to make a trip to NC next year? We can put an end to all this bickering then. Contrary to the picture you paint, I'm actually quite personable.

I'm just tired of the mud slinging regarding turbos, because 90% of what you publish on Rennlist is pure garbage. I don't know, maybe you guys just don't know that or don't understand the situation surrounding the options. Like I've said before, you simply can't rest on the lag issue and point ot the Vortech as better at boost delivery. You want to know how much potential resides with the turbo, just look at Porsche's racing history. 962, 935, 917, etc. Did any successful racing Porsche ever use a belt driven compressor?

The build is coming and the guy building it knows the difference between Reynold's Number and Reynold's Wrap. Just because I don't have stock in Vortech doesn't make my beliefs/ work wrong or unsubstantiated. Fact still remains for overall drivability and useful power creation for track and street the order is still turbo, positive, centrifugal. Has been for many years. Just because one happens to be the easiest to strap on doesn't make it the best.

I expect to have the 4.5 liter on the road just before Christmas. New manifolds, turbine housings and downpipes are out for ceramics. Please, doubters why don't you go ahead and express your opinions on this one too? I'm anxiously waiting on your response(s). Remember, it is winter and the air is cold...giving the turbo enormous potential. Put up or...

Any of you willing to sign up for a $/area under the power curve calculation? We could do it graphically if you like. Your statements based on $/peak HP are meaningless when the rubber meets the road.

 

Thank you and well put and I hope you take it to heart. Based on this until you have a system that is proven and affordable with good performance we won't be hearing from you in every forced induction thread saying the turbo is better?
Also. from the posts I have seen Carls was a stock CS. As I recall you sunk buttloads of $ into your motor. Hmmmm.

 

Hmm Jim, too bad that CS car wouldn't hold a candle to the turbo car isn't it?

 

It matters very little to me.
In fact I hope some day you prove that you can sell a turbo system that out performs the SC in all category's, including harshness on the motor for a price competetive with the SC systems. I will expect a discount on my first purchase for all of the motivation I have provided.