Carbon Fiber Intake's
07-13-2006, 06:46 PM
#31
Nordschleife Master
yeah $375 for those spacers seems crazy. But hey if you have proven ona dyno to get 40lb/ft and 20 hp thats pretty impressive.
I think I will try Sterlings approach and have some cut by those guys that just spent 200K on those waterjet machines, those are so cool.
I think I will try Sterlings approach and have some cut by those guys that just spent 200K on those waterjet machines, those are so cool.
07-13-2006, 07:56 PM
#32
Rennlist Member
any pics. are you doing something different than the others that have tried spacers? Ive actually tried the dual throttle bodies, on the exsisting stock intake (change the covers with ones that have a throttle body attached to it.
we only saw about 5hp, but it was a crude set up. I have a feeling that the entire intake could be made much larger like the BMW PTG runners. did you see those inlets for the CF air box? those things are like 3" per horn!
MK
we only saw about 5hp, but it was a crude set up. I have a feeling that the entire intake could be made much larger like the BMW PTG runners. did you see those inlets for the CF air box? those things are like 3" per horn!
MK
Originally Posted by Sterling
I had my intake spacers cut at a waterjet place locally.... cost me $80.... and I spent some time cleaning them up to a polish....
07-13-2006, 07:58 PM
#33
Rennlist Member
yes, all the big time race BMWs are pretty much PTG race cars. the top ones are the ones they used in speedGT, but its tough to tell which ones were used in ALMS duty, which are a little different. at one time, 4 of them were running speedGT, and this is one of those cars.
MK
MK
Originally Posted by Stan.Shaw@Excell.Net
Is that a PTG car? I know one of the M3s did multiple end overs at Mid Ohio recently, wasn't sure it was a PTG car though.
07-13-2006, 08:14 PM
#34
Nordschleife Master
Yeah look at the volume of that intake too. Not only are th horns pretty large, but i bet that airbox when sealed up is probably 5-6 liters. Thats always good for high RPM engines.
Although as most 928ers dont go past 6,000 anyway, i think that a huge intake could be somewhat of a hinderance for street duty, but I do suppose the stock intake manifold is restrictive.
Mark,
What kind of powerband does your racing spec engine have, do you get into the 7500 rpm range?
Although as most 928ers dont go past 6,000 anyway, i think that a huge intake could be somewhat of a hinderance for street duty, but I do suppose the stock intake manifold is restrictive.
Mark,
What kind of powerband does your racing spec engine have, do you get into the 7500 rpm range?
07-13-2006, 10:28 PM
#35
Road Warrior
Rennlist Member
Rennlist Member
Originally Posted by RyanPerrella
yeah $375 for those spacers seems crazy. But hey if you have proven ona dyno to get 40lb/ft and 20 hp thats pretty impressive.
I think I will try Sterlings approach and have some cut by those guys that just spent 200K on those waterjet machines, those are so cool.
I think I will try Sterlings approach and have some cut by those guys that just spent 200K on those waterjet machines, those are so cool.
07-14-2006, 02:58 AM
#36
Rennlist Member
Yes, thats a 7500 dollar intake on the PTG BMW. its huge and a work of art. any that have seen it would agree. point is, it sure works to make that 3.2 liter motor sing. normal rpms for the 3.2 e46 M3 is around 7500rpm. with the PTG race motor its near 8500rpm
my car has a stock motor with a nice set of racing headers (Devek level II) and some vented air box and a fuel regulator. the power band for the GTs, S4s and other 5 liters are right near the 6k range. so, shift points to maximize hp is shifting at 6500 or so. if i was able to get the hp band up higher and gain hp as well( thats key), then i would have to build the motor to withstand 7krpm shifts like mark andersons racer.
when racing, or asking the most of the engine, you will never see rpms lower than 3700rpm, well above the street use "torque feel" that is reallly for luging around and not downshifting. i removed all the street torque gains, by pulling the flappy which gives 50ftlbs of torque at 3300rpm, but doesnt do anything in a race condition.
Mk
my car has a stock motor with a nice set of racing headers (Devek level II) and some vented air box and a fuel regulator. the power band for the GTs, S4s and other 5 liters are right near the 6k range. so, shift points to maximize hp is shifting at 6500 or so. if i was able to get the hp band up higher and gain hp as well( thats key), then i would have to build the motor to withstand 7krpm shifts like mark andersons racer.
when racing, or asking the most of the engine, you will never see rpms lower than 3700rpm, well above the street use "torque feel" that is reallly for luging around and not downshifting. i removed all the street torque gains, by pulling the flappy which gives 50ftlbs of torque at 3300rpm, but doesnt do anything in a race condition.
Mk
Originally Posted by RyanPerrella
Yeah look at the volume of that intake too. Not only are th horns pretty large, but i bet that airbox when sealed up is probably 5-6 liters. Thats always good for high RPM engines.
Although as most 928ers dont go past 6,000 anyway, i think that a huge intake could be somewhat of a hinderance for street duty, but I do suppose the stock intake manifold is restrictive.
Mark,
What kind of powerband does your racing spec engine have, do you get into the 7500 rpm range?
Although as most 928ers dont go past 6,000 anyway, i think that a huge intake could be somewhat of a hinderance for street duty, but I do suppose the stock intake manifold is restrictive.
Mark,
What kind of powerband does your racing spec engine have, do you get into the 7500 rpm range?
