Widow update....DEAD....AGAIN....yes this sucks!!!!
10-09-2009, 02:27 AM
#33
Rennlist Member
Dude, should I drive around the corner a few times a day to check on you as a sort of suicide prevention thing ? Go on vacation and don't think about it for a few days. 
Gerry
Gerry
10-09-2009, 02:41 AM
#34
Race Director
Thread Starter
Everyone
The positive comments are very helpful in my "quest"....... I will take a week to consider my options....but the plan I had prior to this motor imploding was to drive it as is with 300whp for a full season (2010) including racing & upgrade it later...
the good news is I DO have a spare motor I got from Heinrich...that wouldn't be hard to install and use....but the thought of imploding a THIRD motor is not appealing either...
The positive comments are very helpful in my "quest"....... I will take a week to consider my options....but the plan I had prior to this motor imploding was to drive it as is with 300whp for a full season (2010) including racing & upgrade it later...
the good news is I DO have a spare motor I got from Heinrich...that wouldn't be hard to install and use....but the thought of imploding a THIRD motor is not appealing either...
10-09-2009, 12:31 PM
#35
Rennlist Member
install the 3rd engine. leave it stock just bolt it all together and fill it with amsoil. You will be fine. That first motor had some track mileage and damage I suspect. This motor had a problem, and who knows what happen.
Everyone
The positive comments are very helpful in my "quest"....... I will take a week to consider my options....but the plan I had prior to this motor imploding was to drive it as is with 300whp for a full season (2010) including racing & upgrade it later...
the good news is I DO have a spare motor I got from Heinrich...that wouldn't be hard to install and use....but the thought of imploding a THIRD motor is not appealing either...
The positive comments are very helpful in my "quest"....... I will take a week to consider my options....but the plan I had prior to this motor imploding was to drive it as is with 300whp for a full season (2010) including racing & upgrade it later...
the good news is I DO have a spare motor I got from Heinrich...that wouldn't be hard to install and use....but the thought of imploding a THIRD motor is not appealing either...
10-09-2009, 01:16 PM
#36
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Sorry B....
I have a question. What makes some engines more reliable than others? For example, who's race car is it that has had the same engine, untouched, for it's entire racing life? Was it Kibort's? What's the deal with that? Is it how they are assembled, or should I say re-assembled?
I have a question. What makes some engines more reliable than others? For example, who's race car is it that has had the same engine, untouched, for it's entire racing life? Was it Kibort's? What's the deal with that? Is it how they are assembled, or should I say re-assembled?
10-09-2009, 02:38 PM
#37
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Sorry B....
I have a question. What makes some engines more reliable than others? For example, who's race car is it that has had the same engine, untouched, for it's entire racing life? Was it Kibort's? What's the deal with that? Is it how they are assembled, or should I say re-assembled?
I have a question. What makes some engines more reliable than others? For example, who's race car is it that has had the same engine, untouched, for it's entire racing life? Was it Kibort's? What's the deal with that? Is it how they are assembled, or should I say re-assembled?
10-09-2009, 02:47 PM
#38
Rennlist Member
Who knows! I have a feeling, since all of my race cars and their engines as well as the ones Ive built and been responsible for, have run with NO issues for more races than any 928s we have heard about. we are talking full racing seasons, year after year since 1998. 100s of combined race days.
No oil coolers, no crank scrapers, no breathers, nothing, until I went to the stroker built by Todd last summer mid season. since then, over 30 race days on the new stroker, always taken to redline!
84 stock engine 100race days
85 stock bottomend mated to euro stuff 25 race days
Holbert S4 stockbottomend 105race days
holbert stroker S4 bottom end 30 race days
Scots 82 stock aprox 20 race days
scots 82 4.7 15race days before swap to 5 liter bottomend
scots 82 5.0 20 race days and still runnin strong.
so, I dont know what the reason is for the failures. I have a feeling, Iceman's first failure was damage before he took it to the track. this second one is very suspicious. #4/8 rod bearing? taylor drilled crank, accusump, scraper, oil pan spacer, breather system, so, who knows. very puzzeling.
Anderson and Fan have had their engines run for many seasons, and Marks was a drilled crank stroker, and Joes was the same, but no drysump only accusump built by Greg Brown.
I wish we really knew why engines like ours are failing, as Brians failed at a track I visit many times per year, so its not the track.
mk
No oil coolers, no crank scrapers, no breathers, nothing, until I went to the stroker built by Todd last summer mid season. since then, over 30 race days on the new stroker, always taken to redline!
84 stock engine 100race days
85 stock bottomend mated to euro stuff 25 race days
Holbert S4 stockbottomend 105race days
holbert stroker S4 bottom end 30 race days
Scots 82 stock aprox 20 race days
scots 82 4.7 15race days before swap to 5 liter bottomend
scots 82 5.0 20 race days and still runnin strong.
so, I dont know what the reason is for the failures. I have a feeling, Iceman's first failure was damage before he took it to the track. this second one is very suspicious. #4/8 rod bearing? taylor drilled crank, accusump, scraper, oil pan spacer, breather system, so, who knows. very puzzeling.
Anderson and Fan have had their engines run for many seasons, and Marks was a drilled crank stroker, and Joes was the same, but no drysump only accusump built by Greg Brown.
I wish we really knew why engines like ours are failing, as Brians failed at a track I visit many times per year, so its not the track.
mk
Sorry B....
I have a question. What makes some engines more reliable than others? For example, who's race car is it that has had the same engine, untouched, for it's entire racing life? Was it Kibort's? What's the deal with that? Is it how they are assembled, or should I say re-assembled?
I have a question. What makes some engines more reliable than others? For example, who's race car is it that has had the same engine, untouched, for it's entire racing life? Was it Kibort's? What's the deal with that? Is it how they are assembled, or should I say re-assembled?
10-09-2009, 02:48 PM
#39
928 Collector
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You guys are ignorning a very large factor (trust me, NOT intending to say anything bad about Brian or anyone else) ... the DRIVER makes a difference as well. Riding the clutch, shifting wrong, forcing the car ... those all have dire effects on the life and reliability of the engine, gearbox etc.
I have NO race experience, but I know first-hand that for all OTHER driving, the driver makes a massive difference. As an example I drive very hard, but I have had the same clutch since I bought the car, 70k miles and 9 1/2 years ago.
I have NO race experience, but I know first-hand that for all OTHER driving, the driver makes a massive difference. As an example I drive very hard, but I have had the same clutch since I bought the car, 70k miles and 9 1/2 years ago.
10-09-2009, 02:54 PM
#40
Rennlist Member
I with you there. Heck, when I pulled out my 100+ race day clutch, did you see the pics of the serial number printing still on the clutch discs???
Im a huge believer in heat soaking the engine before beating on it. Also, you see kooks out in the paddock warming up their engines by reving it up and down. all I can think about are the forces, the thick oil and lots of cold parts rubbing together wearing out. I am such a princess with my car for the first 10mins of running, and always run the thing to normal oil temp before beating on it. I used to think that the redline thing was the cause of guys like Don Hanson, when he grenaded motors, having gone for a ride with him. But, now, I hit the rev limiter on a few straights, (by design, not by not paying attention) and my motors have been running strong with grade A results from oil analysis year after year.
Something has to be a factor on how it was assembled, its all I can think. (or the quality of the crank that went into the rebuild. was it straight? did anyone check?)
mk
Im a huge believer in heat soaking the engine before beating on it. Also, you see kooks out in the paddock warming up their engines by reving it up and down. all I can think about are the forces, the thick oil and lots of cold parts rubbing together wearing out. I am such a princess with my car for the first 10mins of running, and always run the thing to normal oil temp before beating on it. I used to think that the redline thing was the cause of guys like Don Hanson, when he grenaded motors, having gone for a ride with him. But, now, I hit the rev limiter on a few straights, (by design, not by not paying attention) and my motors have been running strong with grade A results from oil analysis year after year.
Something has to be a factor on how it was assembled, its all I can think. (or the quality of the crank that went into the rebuild. was it straight? did anyone check?)
mk
You guys are ignorning a very large factor (trust me, NOT intending to say anything bad about Brian or anyone else) ... the DRIVER makes a difference as well. Riding the clutch, shifting wrong, forcing the car ... those all have dire effects on the life and reliability of the engine, gearbox etc.
I have NO race experience, but I know first-hand that for all OTHER driving, the driver makes a massive difference. As an example I drive very hard, but I have had the same clutch since I bought the car, 70k miles and 9 1/2 years ago.
I have NO race experience, but I know first-hand that for all OTHER driving, the driver makes a massive difference. As an example I drive very hard, but I have had the same clutch since I bought the car, 70k miles and 9 1/2 years ago.
Last edited by mark kibort; 10-09-2009 at 03:21 PM.
10-09-2009, 03:03 PM
#41
Rocket Pilot
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I agree with Kibort on this one. Trow the stock engine in and fill it with amsoil and beat the hell out of it. I ran my 552 whp beast like this for three years before I sold the kit to build my turbos. I ran that set-up to 6500rpm so much I was waiting for something to happen. But the internals when inspecting before the turbos are excellent on all accounts.
10-09-2009, 03:26 PM
#42
Race Director
Thread Starter
why the 4-8 is the million $$$ question....that itself is VERY odd.....I have never ever heard of another 928 spinning ONLY the 4-8....its just weird....
10-09-2009, 03:34 PM
#44
Rennlist Member
Yes, that is puzzling!
could something have been clogged from the prior spin-bearing-mess?
We have also seen you drive, so thats not the issue. What about warm up ritual? Im just reaching for any possible cause?
I wish I knew more about the oiling paths, trade offs with drilling or anything else that might have contributed to the failure. I just dont. It will be very interesting if we or someone, can find a cause for this failure.
mk
could something have been clogged from the prior spin-bearing-mess?
We have also seen you drive, so thats not the issue. What about warm up ritual? Im just reaching for any possible cause?
I wish I knew more about the oiling paths, trade offs with drilling or anything else that might have contributed to the failure. I just dont. It will be very interesting if we or someone, can find a cause for this failure.
mk
