Track duty-Stroker or SC?
07-07-2008, 10:51 AM
#46
Craic Head
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07-07-2008, 11:04 AM
#47
Three Wheelin'
Well, I TRIED being subtle.
07-07-2008, 01:13 PM
#48
In Your Face, Ace
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I guess I really don't fall into the race category. But I now have over 25 full DE track days with usually 3-4 sessions a day. I understand the arguement that DE is not racing and I agree, however I do have hundreds of full RPM shifts etc. on my setup.
I am running a 2.4 liter twinscrew with intercooler at 10PSI. The trick part of my setup was the introduction of a knock sensor on my 85 model year car and the addition of the Safeguard Vampire electronics, this unit sees boost and will pull about one degree of timing for every pound of boost (adjustable). It also will detect knock and can be adjusted to pull 20 degrees of timing across the board for all cylinders or it will pull up to 20 degrees (depending on the severity of the knock) for the cylinder that knocked before it can fire again.
This is the same system that Louie is using and I have him to thank for breaking ground and bringing it to my attention.
I'm off to Putnam Park near Indianapolis this coming weekend where I will be doing another DE and instructing for the first time.
As for the oiling side....I think that after adding sufficient crankcase ventilation and my accusump I am safe for the tracks that I frequent. I'm sure that there are some tracks that would kill my motor. One advantage of a very fat torque curve under boost is that there is a diminishing return to take the engine to redline....so I can pull out of just about any corner with plently of grunt without having the motor highly strung out at RPM.
If I were to race however....I would have no idea where they would want to class this setup...so that would be a big downside.
Best regards,
Ken
I am running a 2.4 liter twinscrew with intercooler at 10PSI. The trick part of my setup was the introduction of a knock sensor on my 85 model year car and the addition of the Safeguard Vampire electronics, this unit sees boost and will pull about one degree of timing for every pound of boost (adjustable). It also will detect knock and can be adjusted to pull 20 degrees of timing across the board for all cylinders or it will pull up to 20 degrees (depending on the severity of the knock) for the cylinder that knocked before it can fire again.
This is the same system that Louie is using and I have him to thank for breaking ground and bringing it to my attention.
I'm off to Putnam Park near Indianapolis this coming weekend where I will be doing another DE and instructing for the first time.
As for the oiling side....I think that after adding sufficient crankcase ventilation and my accusump I am safe for the tracks that I frequent. I'm sure that there are some tracks that would kill my motor. One advantage of a very fat torque curve under boost is that there is a diminishing return to take the engine to redline....so I can pull out of just about any corner with plently of grunt without having the motor highly strung out at RPM.
If I were to race however....I would have no idea where they would want to class this setup...so that would be a big downside.
Best regards,
Ken
Great post and the car looks awesome!!!! If you wouldn't mind, I'd really like to get more info from you on the Safegaurd Vampire for my turbo car.
07-07-2008, 01:19 PM
#49
Man of many SIGs
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In a track car with an SC or turbo wouldn't it be necessary to run an A/A intercooler due to the prolonged time under boost?
07-07-2008, 02:34 PM
#50
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In a track car with an SC or turbo wouldn't it be necessary to run an A/A intercooler due to the prolonged time under boost?
Here is the link to the Twinscrew thread with some additional pictures of the Vampire installation and my heat exchanger.
Vampire and Knock Sensor
https://rennlist.com/forums/showpost...postcount=1756
Porting, heat exchanger and intercooler
https://rennlist.com/forums/showpost...postcount=1757
Regards,
Ken
07-07-2008, 03:13 PM
#51
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What about swapping in an stroker smallblock chevy? I think about 383"/406"/408". I had an 408" in a Camaro -85 and drove that both in the streets and at the track and that was truly powerful. These engines can be purchased new, cheap in the states or built for small money. Chevy parts a really cheap and there are tons of them out there.
Has anyone here swapped in a Chevy into a 928?
/Tobias, Sweden
Has anyone here swapped in a Chevy into a 928?
/Tobias, Sweden
07-07-2008, 04:01 PM
#52
Drifting
Aside from any personal views on why I don't like a SBC in a 928, most racing orgs won't let you run a non-factory block in a car. But yes, many folks have put small blocks in a 928 for street use.
07-07-2008, 04:10 PM
#53
Race Car
SBC conversion is not that cheap either. It looks cheap from the start, but then it's those little things that just keep adding up. And then there are the not-so-little things....
Dan
'91 928GT S/C
Dan
'91 928GT S/C
07-07-2008, 04:59 PM
#54
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cost
Well, this is probably the thing that could kill such a swap, unfortunatly. Chevypower along with some 3,23 rearaxel gears would be nice
07-07-2008, 09:08 PM
#55
Road Warrior
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could just start w/a vette or evo. just add tires. seems easier than jacking up the antenna and changing everything else. and if u wreck it, no big deal. get another. guess I'd just hate to see anyone's 928 hit a wall, and thrashing a vette or evo would be jolly good fun on the way to victory lane or the pits. arrrgh - man the corner flags boys! the vette driver w/nothing to lose but the race is on the track. and he's got a nice pcar to drive home, hahaha, aye mates full speed ahead, rubbin's just good funnin in me plastic toy car!!
07-07-2008, 09:30 PM
#56
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So I go to work and all this great chatter happens!
Ken,
If I didn't know better I would swear I was looking at my former track toy before I did some more mods to it and added the graphics. Sweet looking ride and I remember seeing it before in other posts. So how is the boost on the track? Any problems running the SC on the track? I know a lot is dependent on the driver but who can you hang with in your run group, I'm guessing red group being an instructor? Do you know your rwhp and torque and what your RPM range is?
Thanks for sharing,
Constantine
Ken,
If I didn't know better I would swear I was looking at my former track toy before I did some more mods to it and added the graphics. Sweet looking ride and I remember seeing it before in other posts. So how is the boost on the track? Any problems running the SC on the track? I know a lot is dependent on the driver but who can you hang with in your run group, I'm guessing red group being an instructor? Do you know your rwhp and torque and what your RPM range is?
Thanks for sharing,
Constantine
07-07-2008, 09:45 PM
#57
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Hi Tobias,
A friend at work is currently looking at a SBC powered 968 and has been viewing Youtube clips of 944s with this mod. Although I understand the mechanical challenge and cool factor of doing this swap, I personally would like to keep the genes intact and not crossbreed. Something about popping the hood on a 928 V8 and having anyone who loves V8s just stare at the German V8 in wonderment. Pick any vintage 928 and each engine has it's unique look that I love.
I'm with 928SS, if I wanted SBC power I would pick a Corvette and go for it. I've always liked them and there are so many aftermarket parts to do just about anything to them it's not even funny. Add in the reasonable cost factor and it's almost too easy compared to the 928. Guess I'm a sucker for doing it the harder way and sticking with the 928.
Kind regards,
Constantine
A friend at work is currently looking at a SBC powered 968 and has been viewing Youtube clips of 944s with this mod. Although I understand the mechanical challenge and cool factor of doing this swap, I personally would like to keep the genes intact and not crossbreed. Something about popping the hood on a 928 V8 and having anyone who loves V8s just stare at the German V8 in wonderment. Pick any vintage 928 and each engine has it's unique look that I love.
I'm with 928SS, if I wanted SBC power I would pick a Corvette and go for it. I've always liked them and there are so many aftermarket parts to do just about anything to them it's not even funny. Add in the reasonable cost factor and it's almost too easy compared to the 928. Guess I'm a sucker for doing it the harder way and sticking with the 928.
Kind regards,
Constantine
07-07-2008, 11:18 PM
#58
Three Wheelin'
could just start w/a vette or evo. just add tires. seems easier than jacking up the antenna and changing everything else. and if u wreck it, no big deal. get another. guess I'd just hate to see anyone's 928 hit a wall, and thrashing a vette or evo would be jolly good fun on the way to victory lane or the pits. arrrgh - man the corner flags boys! the vette driver w/nothing to lose but the race is on the track. and he's got a nice pcar to drive home, hahaha, aye mates full speed ahead, rubbin's just good funnin in me plastic toy car!!
07-08-2008, 12:13 AM
#59
Drifting
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I would say tackle all the oiling issues first before worrying about power. Drilled crank, scrapers, accusump, or just figure out a dry sump system... Constantine the Inventor???
I would just want a bullet proof car that I did not have to worry about.
I would just want a bullet proof car that I did not have to worry about.
07-08-2008, 12:37 AM
#60
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