New monster lives and breathes in the Northwest
08-07-2006, 11:19 PM
#31
Three Wheelin'
Originally Posted by 928ntslow
Don't EVEN get me started on the first part of that question. SW Portland as it looks at the moment..that could change though. Never the less, it will defintely be Portland...can't wait!
Was hoping one, looks like two...might end up being three
There's also non 928 transportation 
The Pacific NW seems to be the 928 worlds best kept secret! ...OOOPS!!
We just wanted to get closer to where the real 928 action is!
Was hoping one, looks like two...might end up being three
There's also non 928 transportation The Pacific NW seems to be the 928 worlds best kept secret! ...OOOPS!!
We just wanted to get closer to where the real 928 action is!
The roads have potholes full of pickup trucks that couldn't make it through. Definitely, no one come. You will be heading back in about 2 weeks.
08-07-2006, 11:33 PM
#32
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Originally Posted by bcdavis
Yeah, if that "milder" engine is cranking out 575rwhp,
this engine could post the highest numbers for a 928 so far documented.
It's about time for those Wisconsin boys to unveil their projects...
I want to see the horsepower wars begin again!
Throw in John's TTs4, and it could be an interesting year...
this engine could post the highest numbers for a 928 so far documented.
It's about time for those Wisconsin boys to unveil their projects...
I want to see the horsepower wars begin again!
Throw in John's TTs4, and it could be an interesting year...
08-07-2006, 11:40 PM
#33
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Originally Posted by Louie928
Thanks for the update. Ummm, the PacNW is an awful place. I wouldn't recommend it to anyone. It rains horizontal all the time, ice, snow 12 feet deep, then the wind. The roads have potholes full of pickup trucks that couldn't make it through. Definitely, no one come. You will be heading back in about 2 weeks.
The roads have potholes full of pickup trucks that couldn't make it through. Definitely, no one come. You will be heading back in about 2 weeks.Last edited by Bill Ball; 08-08-2006 at 01:12 AM.
08-08-2006, 12:42 AM
#34
Burning Brakes
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Louie sugar coated it. This place sucks! 300 straight days of rain and counting
Originally Posted by Louie928
Thanks for the update. Ummm, the PacNW is an awful place. I wouldn't recommend it to anyone. It rains horizontal all the time, ice, snow 12 feet deep, then the wind. The roads have potholes full of pickup trucks that couldn't make it through. Definitely, no one come. You will be heading back in about 2 weeks.
The roads have potholes full of pickup trucks that couldn't make it through. Definitely, no one come. You will be heading back in about 2 weeks.
08-08-2006, 12:46 AM
#35
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Louis,
I designed your and modified yourheads and they are the same as Dons....H has my larger TBs, and Ti rods, but otherwise, I built your engines are the same!
I estimate 550-575 rwhp
Marc
I designed your and modified yourheads and they are the same as Dons....H has my larger TBs, and Ti rods, but otherwise, I built your engines are the same!
I estimate 550-575 rwhp
Marc
08-08-2006, 12:57 AM
#37
Three Wheelin'
Originally Posted by marc@DEVEK
Louis,
I designed your and modified yourheads and they are the same as Dons....H has my larger TBs, and Ti rods, but otherwise, I built your engines are the same!
I estimate 550-575 rwhp
Marc
I designed your and modified yourheads and they are the same as Dons....H has my larger TBs, and Ti rods, but otherwise, I built your engines are the same!
I estimate 550-575 rwhp
Marc
You are raising the bar here. Now, I'll have to produce!
08-08-2006, 02:32 AM
#38
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Originally Posted by Louie928
That will have to be evaluated... The higher lift and stronger valve springs makes noticably more tension variation as the crank rotates. The tensioner has to be quite firm and unyielding to keep timing variation minimum.
What interested me were the papers describing the use of the software, especially the Ferrari V8, and also the QOHC V6 paper.
(VALDYN papers page)
08-08-2006, 01:02 PM
#39
Three Wheelin'
Originally Posted by PorKen
I ran across some modelling software while doing yet another online search for 'valve timing'.
What interested me were the papers describing the use of the software, especially the Ferrari V8, and also the QOHC V6 paper.
(VALDYN papers page)
What interested me were the papers describing the use of the software, especially the Ferrari V8, and also the QOHC V6 paper.
(VALDYN papers page)
08-08-2006, 03:14 PM
#40
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Originally Posted by Louie928
I installed the cams and put on all the exterior stuff like water pump/TB, etc. There are some pics and details on my web site http://www.performance928.com/cgi-bi...name=engineQYN
08-08-2006, 03:46 PM
#42
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That's amazing! I have an ear-to-ear grin just thinking about your car running.... I can't imagine what you must have felt when the car cranked over just fine. We need to know when the first appearance will be. Hopefully the next Devek event? I'll ride up there just to see it!
08-08-2006, 06:00 PM
#43
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Originally Posted by PorKen
I ran across some modelling software while doing yet another online search for 'valve timing'.
What interested me were the papers describing the use of the software, especially the Ferrari V8, and also the QOHC V6 paper.
(VALDYN papers page)
What interested me were the papers describing the use of the software, especially the Ferrari V8, and also the QOHC V6 paper.
(VALDYN papers page)
Holy freakin' valvetrain science - thanks for the link. Good reading for the mech/techno-nerds like myself.
Oh, and nice work Louie. I'm betting that the dyno results (once tuned) will be eye-popping...
08-09-2006, 07:14 AM
#44
Burning Brakes
Damn Lou...
If I had the cash...
What do you think about an MID & sleeved block with even MORE displacement, 9:1, and say... a mere 10psi? If we're projecting big numbers here, why not go fantasy football with it, right?
Heads being a big limiting factor at that level (can't fit big enough valves), and your transmission unbolting itself and Kool-Aiding itself through the garage door in "shear" fear
Really, REALLY quality work you have there. I think you just might surprise yourself with the dyno results on this one... Completely jealous of the DTA & wasted spark!
If I had the cash...
What do you think about an MID & sleeved block with even MORE displacement, 9:1, and say... a mere 10psi? If we're projecting big numbers here, why not go fantasy football with it, right?
Heads being a big limiting factor at that level (can't fit big enough valves), and your transmission unbolting itself and Kool-Aiding itself through the garage door in "shear" fear
Really, REALLY quality work you have there. I think you just might surprise yourself with the dyno results on this one... Completely jealous of the DTA & wasted spark!
08-09-2006, 12:04 PM
#45
Three Wheelin'
Originally Posted by Barry Johnson
Damn Lou...
If I had the cash...
What do you think about an MID & sleeved block with even MORE displacement, 9:1, and say... a mere 10psi? If we're projecting big numbers here, why not go fantasy football with it, right?
Heads being a big limiting factor at that level (can't fit big enough valves), and your transmission unbolting itself and Kool-Aiding itself through the garage door in "shear" fear
Really, REALLY quality work you have there. I think you just might surprise yourself with the dyno results on this one... Completely jealous of the DTA & wasted spark!
If I had the cash...
What do you think about an MID & sleeved block with even MORE displacement, 9:1, and say... a mere 10psi? If we're projecting big numbers here, why not go fantasy football with it, right?
Heads being a big limiting factor at that level (can't fit big enough valves), and your transmission unbolting itself and Kool-Aiding itself through the garage door in "shear" fear
Really, REALLY quality work you have there. I think you just might surprise yourself with the dyno results on this one... Completely jealous of the DTA & wasted spark!
The entire drivetrain is the limiting factor so not much point in getting too crazy with big power. I guess the drive train could all be changed out to solid rear axle, bolt a strong tranny to the back of the engine, or something. Don't be too jealous of the DTA just yet. It's a real bear to get programmed and running. The ease of setting the map has lots of places for improvement. Compared to how John Speake has his Sharktuner easy to tune, the DTA is stone age. One problem with an ECU with lots of options is that you have to configure everything. Just getting the closed loop O2 to work where I can have semi automated mixture control has, so far, eluded me. After several hours, I do have it running pretty good at no load up to 3000 rpm. Still a lot of work to get reliable starts both cold and hot and all temps in between. Fun stuff.