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That’s because it’s very close to stock. Compared to the previous iteration, only the rods and pistons have been changed to make it safe to turn higher rpms. Otherwise it’s very similar, other than a tiny bit less compression (was 8.6, now 8.3).
The magic eightball (analog gauge on the instrument cluster) says that the warm oil pressure with 10W-40 break in oil at 85F weather is about the same that it was with 10W-60 dyno testing oil in similar conditions. My conclusion is that the new main bearings that give a little tighter clearances than the old worn ones have lead to a slightly lower net leak thru the whole engine, more than offsetting the slightly greater rod bearing clearances.
The next topic of conversation is who’s going to put on the hardware and software Superman cape and modify the EZK run clean to 8000rpm? Stay tuned...
Time now for the clutch and gearbox testing to start...
Congrats on the milestone!
Let's hope they last better this time. The whole purpose of this engine is to be easier on the clutch and the gearbox, as the plan is to make less torque but over a much wider rpm range, especially at the top end. This mitigates the transmission strength problem into a transmission cooling problem, a problem to which we think we have a good solution.
Let's hope they last better this time. The whole purpose of this engine is to be easier on the clutch and the gearbox, as the plan is to make less torque but over a much wider rpm range, especially at the top end. This mitigates the transmission strength problem into a transmission cooling problem, a problem to which we think we have a good solution.
Interesting to read this now as this is basically what I had posted about a few years back - lower the torque curve down low to avoid unusable amounts of torque and flatten it towards a higher peak engine speed. The car will be a lot more fun to drive with a zestier, more responsive engine. Are you using the same cams?
As always the engine bay looks as good as it can get.
Interesting to read this now as this is basically what I had posted about a few years back - lower the torque curve down low to avoid unusable amounts of torque and flatten it towards a higher peak engine speed. The car will be a lot more fun to drive with a zestier, more responsive engine. Are you using the same cams?
As always the engine bay looks as good as it can get.
thanks.
This engine also has 0.3 points lower compression than the previous engine, giving us even more options. The same cams in this engine, but the sister/spare engine being built has slightly bigger cams. With electronic boost control, we should be able produce a very long and flat torque curve at cylinder pressure, clutch, transmission, and traction torque limits. Now, I’m not saying that 8000 rpm wet sump 928 is going to be working perfectly out of the box, so the science project will likely continue for a while...
07-10-2020, 09:34 AM
