Torque Curve Dyno comparison: turbo vs Centrifugal
11-30-2005, 02:22 PM
#61
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Originally Posted by James-man
Sure you can compare. Get Mark's car on the freeway at 65mph in 5th gear. Get any of the others on the freeway at 65 mph in 5th gear. Drivers glance at each other and before even thinking about downshifting (and without downshifting) punch it. Mark walks away from any of them.
The left behind driver wants rematch. Both cars start in 3rd at cruising speed. Mark probably gets left behind.
Mark wants rematch. 4th gear at crusing. ??????
Assuming Mark likes to play, he won't get caught with his pants down.
The left behind driver wants rematch. Both cars start in 3rd at cruising speed. Mark probably gets left behind.
Mark wants rematch. 4th gear at crusing. ??????
Assuming Mark likes to play, he won't get caught with his pants down.
11-30-2005, 02:28 PM
#63
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Originally Posted by A.Wayne
Man overcame that 10 years ago my friend can you say 1000 bhp honda's
11-30-2005, 02:28 PM
#64
Originally Posted by A.Wayne
Brandon C,
I'm sure a block guard or decking plate could be done , also is'nt the block deck design the same as the 944T
wayne
I'm sure a block guard or decking plate could be done , also is'nt the block deck design the same as the 944T
wayne
A closed deck is possible right now if you haven't done final machining for cylinder walls to piston clearence.
The deck design is exactly the 944T. But with the welding *I* can't do it on *my* *current* engine that I am doing. I was thinking of doing a press in one for now though.
11-30-2005, 02:30 PM
#65
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Wayne, point is these engines are *far* from perfect. We aren't even close to *making* them perfect. And those 1000 bhp hondas are good for how many runs down the strip? 
Much of the sentiment here is the quest for a reliable strong motor for small cabbage.
Much of the sentiment here is the quest for a reliable strong motor for small cabbage.
11-30-2005, 02:35 PM
#66
Formula One Spin Doctor
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BrandanC,
We have made 500whp out of the 944 T in race Trim wihout relaibilty issues,
so based on that the block is safe to 600whp as it's 8 little workers are under less load. take this to the bank it is all in the mapping.
We have made 500whp out of the 944 T in race Trim wihout relaibilty issues,
so based on that the block is safe to 600whp as it's 8 little workers are under less load. take this to the bank it is all in the mapping.
11-30-2005, 02:37 PM
#68
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Originally Posted by Old & New
Wayne, point is these engines are *far* from perfect. We aren't even close to *making* them perfect. And those 1000 bhp hondas are good for how many runs down the strip?
Much of the sentiment here is the quest for a reliable strong motor for small cabbage.
Much of the sentiment here is the quest for a reliable strong motor for small cabbage.
the motor can /will be strong and reliable , but for SMALL CABBAGE ! AACHHHH , NOT.
11-30-2005, 02:42 PM
#69
Originally Posted by A.Wayne
BrandanC,
We have made 500whp out of the 944 T in race Trim wihout relaibilty issues,
so based on that the block is safe to 600whp as it's 8 little workers are under less load.
We have made 500whp out of the 944 T in race Trim wihout relaibilty issues,
so based on that the block is safe to 600whp as it's 8 little workers are under less load.
11-30-2005, 02:46 PM
#70
Formula One Spin Doctor
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brandonC,
the motor is freshend up after 2 race seasons , we use what everyone else use for HP headgaskit . reliabilty is all in the mapping. the car runs 1.5-1.8 bar boost and has posted 2:14 lap times at sebring with a driver just getting with the car.
the motor is freshend up after 2 race seasons , we use what everyone else use for HP headgaskit . reliabilty is all in the mapping. the car runs 1.5-1.8 bar boost and has posted 2:14 lap times at sebring with a driver just getting with the car.
11-30-2005, 02:53 PM
#71
1.8 bar? As in 14.7 times 1.8? MLS gasket you mean? Stock internals? Or forged pistons, rods, etc? O-ringed head?
11-30-2005, 02:56 PM
#72
Originally Posted by BrendanC
You mean block grout? I can still do this as I haven't put the pistons in yet.
Brendan
Brendan
11-30-2005, 03:03 PM
#73
Formula One Spin Doctor
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Originally Posted by BrendanC
1.8 bar? As in 14.7 times 1.8? MLS gasket you mean? Stock internals? Or forged pistons, rods, etc? O-ringed head?
11-30-2005, 03:05 PM
#74
Originally Posted by m21sniper
Yeah, except that here in Philly we call it block seal, lol.
All I heard was:
" In west philadelphia born and raised
On the playground where I spent most of my days
Chilling out, maxing, relaxing all cool
And all shooting some b-ball outside of the school
When a couple of guys said "we're up in no good"
Started making trouble in my neighbourhood
I got in one little fight and my mom got scared
And said "you're moving with your aunte and uncle in
bel-air"
Anyway, yeah.
11-30-2005, 06:33 PM
#75
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The inherent restrictions in flow path size using one turbo is a big reason I'm going with two on my project. Any turbo 928 project takes a lot of planning, thought and time to pull off. Remember we are talking of street cars here, not full blown race prepped stuff. I do think the 928's engine basis is easily capable of 600+ crank HP with two turbochargers, some time and money.
Big gains are to be had by large intake paths to each turbo and ample discharge paths out of the compressors...though people often think you need a huge run to the throttle body...not true. With one 2.25" run on a 4.5 liter my car made 420 HP on 12 psig.
The 928 is possibly the most difficult car to twin turbo, but it can be done. Of course, there are always things that can't be ideal. it would be nice to have a twin header, twin turbo, etc. system, but one must be practical in what is possible and even needed for a street car.
Speculating specific outputs for other vehicles compared to the 928s turbocharged output is not an apples to apples comparison. The 928 suffers from a cramped engine bay...compromise is very necessary!
Still, the turbo is clearly superior to any belt driven system, even when applied to the 928.
Big gains are to be had by large intake paths to each turbo and ample discharge paths out of the compressors...though people often think you need a huge run to the throttle body...not true. With one 2.25" run on a 4.5 liter my car made 420 HP on 12 psig.
The 928 is possibly the most difficult car to twin turbo, but it can be done. Of course, there are always things that can't be ideal. it would be nice to have a twin header, twin turbo, etc. system, but one must be practical in what is possible and even needed for a street car.
Speculating specific outputs for other vehicles compared to the 928s turbocharged output is not an apples to apples comparison. The 928 suffers from a cramped engine bay...compromise is very necessary!
Still, the turbo is clearly superior to any belt driven system, even when applied to the 928.