hacker-pschorr

Ok, Ok, Ok - just so everyone is in on the joke. Brendan is a Green Bay transplant - his roomate in college (in Green Bay) is an old friend of mine.

So that means I'm allowed to hit below the belt.

SMTCapeCod

Very envious, wish I had the skills and wherewithall...especially the latter.

"everything else all stock"?..seriously?? Good lord at least get the heads and intake honed a bit.. and maybe think about a custom cam grind, though I see daily driveability is a priority, I'm sure there is some room there to gain performance.

incredible results...low compression and high boost is always a great recipe for huge numbers. Glad the driveability is great too.

Few guys were hitting these numbers and higher with the VR4 twin turbos when I had that (momentary lapse), and with similar boost numbers, but the engines usually grenaded before too long. Partially the complexities of trying to replace OEM adaptive fuel/timing management, but mostly the parts- Im sure the 928 will fare better.

SMTCapeCod

=Z-
whatthe...who the....
awright is that Louie? Who scored the permanent 666 post number & etc? (that has that level of 928 knowledge)?
Or is that a twinturbo builder?

hacker-pschorr

You need to realize Todd has spent the last four years trying all kinds of combinations of 928 parts / motors / custom cylinders / cranks / pistons etc.... This motor is a "throw away" to test the Autronic fuel injection system.
Going forward we now have a very proven & tunable 3rd party system for these cars. One (if not both) of my 928's will be converted to Autronic.

I woke up this morning to find a dyno chart from Todd. Last time I talked to him he wasn't going to dyno this engine since it's not a long term setup. Oh well, hope he doesn't mind that I posted them

Z has been around a long time. Most dyno days with the Murf crew he is in the passenger seat on the dyno.

Every time I say "Oh good, I reached X boost level" Z looks at me and says "Ok, time to turn it up". So now I'm at 17psi with a stock 81.....

BC

yep. And, well, I still have Todd's address, so I will simply have to vigorously use snail mail to reach him. I have the info he wanted on the Cayenne Coil loom part numbers, and some other issues, so I will just send them out if I have been banned from phone contact.

Regarding Green Bay, oddly enough I was watching the GB/DLS game last week in a Dave and Busters in Chicago.

BC

Yes, Z always likes doing these fun operations with "other people's motors,"

largecar379

and all I wanted to know is:

if I send Todd a block, will he put his liners in it so I can get on with a 427 stroker of my own??? at what cost???

----Russ

AO

I swear I have yet to see Z pull up in a 928, although he claims to own one - I call BS!

Louie928

I have seen it, and been on a dyno with it - tweaking. It happened one day in Wichita, KS.

jorj7

Man, it's hard to resist making a comment on this statement...

Z

Yes, Louie and I were smart enough to be at the outdoor dyno on the 105+ degree day, while all those others missed out because of staying inside that air conditioned building.

Andrew's seen my car, but for some reason his memory always seems to be a little fuzzy the day after any of the events we've both been at.

Jim R.

I had the pleasure of going for a ride in this car over the summer with Todd. Hell of a nice guy, and what a car. Besides the power levels, that gear vendor overdrive unit made it into a 7 (8) speed automatic. There was no real drop in revs with the shifts, felt like a motorcycle going through the gears quickly. I don't know that I'm ready for a ride in the 7.0 liter if that finds its way into that car with boost.......

Jim

AO

It sure is a wild ride... BTW, it's called a gear bender... not a gear vendor. This is why he's called the "Mad Scientist!"

Vilhuer

Normal stroker = 95.25mm (3.75") stroke crank + 5.85" (148.59mm) Chevy rods + 968 pistons. Virtually perfect setup. Using stock 150mm 928 rods would result few mm too tall moving set.

Total crank stroke + rod lenght + piston compression height to aim for in all 928 blocks is 232.35mm +/- some tenths. 951 pistons have about 2mm smaller compression height than all 4.5, 4.7 and 5.0L 928 pistons which IIRR have 42.8mm, GTS piston is 39.3mm. Closest factory parts setup to get 232.35mm with 951 pistons would be GTS crank and any 150mm Porsche rods. This would result within 1mm correct height. Last mm is easy to get right by removing some material from block or piston top whichever is needed. AFAIK no one has done it yet.

Other factory rod option is '89 MY 944 2.7L which had 145.5mm IIRR. This was done to marry together long stroke crank and tall compression height 100mm 2 valve pistons. At the time Porsche wanted to simplify production and only make one style 3L crank. Those rods could be easily modified to fit into 928 crank if needed.

Custom rods are easy to get and not that expensive in here even. Real limitation is cost of non stock size crankshaft and finding suitable pistons which work in Alusil block. For cranks there are three easy options, stock 78.9mm, GTS 85.9mm and stroker 95.25mm. For pistons anything is possible as it seems ferrostan skirt coating could be available to practically any custom shape pistons done by shop in Germany.

fabric

It's definitely an interesting story behind the thing.