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for those applications that are limited by turbo frame size (not cost) yet want the highest possible mass trough-put and efficiency per turbine wheel and compressor wheel size; these are the guys i recommend:
Lols...Riiight. Just don't know with some of you extreme 928 guys. You do it a bit differently than us but no less thorough and impressive.
I take pride in how little we've had to do. Part of the reason why we haven't had to modify much is that we read books and run the computer a lot to understand what is necessary to modify. Some testing in the end is of course necessary, for example, we've spent a lot of time validating the 1D simulation model we have.
Originally Posted by 333pg333
Still think you should investigate those EFR turbos. Even out of curiosity.
John had those at his shop and there's no way to make them fit. They are really long. If you have space, though, those are cost effective solutions from the overall system perspective as they integrate everything from bypass valves to wastegates to speed sensors.
Originally Posted by bertram928
for those applications that are limited by turbo frame size (not cost) yet want the highest possible mass trough-put and efficiency per turbine wheel and compressor wheel size; these are the guys i recommend: http://www.extreme-tuners.com/catnav...&id=285#anchor
We're not at the limit with this turbine housing yet. There would even be one larger A/R housing available. And the latest top of the line Garrett wheels are in my opinion pretty damn good. If we ever run out of size with these new SS housings, though, then we'll have to think of something else. The current set-up flows a lot, fortunately.
Right...so this is an entirely open ended pursuit of horsepower? As long as the long motor consists of factory components. No stopping when you reach a 4 digit output ?
for those applications that are limited by turbo frame size (not cost) yet want the highest possible mass trough-put and efficiency per turbine wheel and compressor wheel size; these are the guys i recommend:
Have read a lot of this thread but haven't seen mention (or just missed it) of whether you are using stock connecting rods in this beast?
Stock PPF rods, not the later cast ones, in all their about 850g glory!
In my opinion, those rods and the whole rotating assembly can take very high compression loads, much higher than most aftermarket "H-beam" rods. High rpms, not so much... The stock pistons with the machined dish weight about 610g and the wrist pins about 180g each, making the total weight almost 800g. That 800g slug is laughing at the compression pressures that we've shown it, but the rod would be "huffing and puffing" at the stock GT redline.
Originally Posted by V2Rocket
This is a standard S4 engine otherwise right?
It's an engine that has mostly stock components, but many of them are thoughtfully modified to work together and everything is assembled together very carefully. It's got street cams that however are a little bigger than the GT cams, and lower static compression for forced induction, for example. I think those Elgin 65-6 cams are still the best street cam profiles ever made for the 928 S4/GT/GTS. Everyone who's ever installed them and then sorted out the tune has been real happy with the result.
It does. It's great that they at JDS are providing us this interface to modify the LH and EZ-K parameters.
As we're going where not many (any?) have gone before, there are always new things to solve. Currently, John's documenting what looks like a minor bug in the ST's idle warm-up algorithm for very large injectors. The car runs fine, but we're trying to get all the ducks in the row perfectly.
Originally Posted by bertram928
Ptuomov: to quote your post #1517:
"And the latest top of the line Garrett wheels are in my opinion pretty damn good"
These guys agree with you 100% per comment section:
"Garrett turbos are the highest quality off the shelf turbos can buy"
I think that anyone who understands these turbos knows that Garrett design engineers (not talking about the tech support here) are top notch and have recently been spending time coming up with new and even better wheels for various applications.
Originally Posted by Dave928S
Ah ... I now understand why you can have such confidence in that motor
The same builder built a similarly very "stock-like" and conservative engine for George Suennen that has held up very well under extended high-load and high-boost runs with a supercharger when more "exotically" modified engines are going !kabloom! left and right.
This blue engine, for example, gives only 2 CFM of blow-by at 5000 rpm, 10 psi of boost, and over 450 ft-lb of torque. By my logic, this measurement tells us that a lot went right and very little went wrong when the engine was built...
Stock PPF rods, not the later cast ones, in all their about 850g glory!
In my opinion, those rods and the whole rotating assembly can take very high compression loads, much higher than most aftermarket "H-beam" rods. High rpms, not so much... The stock pistons with the machined dish weight about 610g and the wrist pins about 180g each, making the total weight almost 800g. That 800g slug is laughing at the compression pressures that we've shown it, but the rod would be "huffing and puffing" at the stock GT redline.
hard to tell in the photos...do your rods look like this? (944 turbo forged)
OR...
here is 84+ 944 cast rod (top) compared to 82-83 944 "sintered" PPF rod (bottom)...is yours like this one?
02-16-2017, 08:19 AM
