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Interesting that you have completely flat torque from 3.7K - 5K and pretty flat all the way up. The flappy is clearly doing its work here - quickly getting torque up. Be interesting to see the effects of shifting the flappy activation point - did you try that? Alan
We could make it even flatter at the top. In the next motor we will.
The flappy is set to open about the same time as the boost controller first cracks the wastegate. It's a busy area there. We've got a bunch of LH/EZK columns dedicated to that area.
Still knee deep in sorting out and shorting out oil firms, can't get out much to frivolous sites like this. Don't have time to give a full update, but the gist of it is that I've done _nothing_ 928 related for a couple of months and John's deep into intercooler optimization for a higher capacity system.
We ordinary lethal guys are losing money when the oil shares are going down. Think Tuomo did the opposite and hopefully it will be invested into future twin turbo developments for our entertainment.
Hi again. Since the action at the market is over for a little while now, I figured I'd give an update.
There's an article about the car in PCA's Panorama magazine. I've tried to join PCA a couple of times, but their web application doesn't recognize my car's VIN so no dice in terms of paying them dues and getting the magazine. Hopefully one day I'll figure out how to sort that out, or maybe I'll just go and try the VIN's of my other two Porsches.
The owner will be driving it for 2400 miles to home. That's how reliable the system is. I did 1000 miles with mine in a day after it came off the dyno, so this is the new record for the shakedown!
On my car, I think next up is some intercooler and pressure air piping improvements.
Here's some more detail on how John's been modeling the thermal stresses, flow, fitment, etc. for the next iteration of the turbo exhaust manifolds. These will be cast from Inconel in the late spring:
That would be interesting. It would however be more cost effective to get a 5-speed S4, say '87 with 9.4:1 compression ratio. Which is the route I went with, and can't say I've regretted it so far.
Originally Posted by BC
Yep. That's still the John we know from 10 years ago.... Telling everyone how difficult it is.
It is very difficult to get this level of power with this level of reliability, I think that's not overstatement. When the standards are raised, things get more and more difficult, as constraints starts binding from every direction.
The Inconel exhaust manifolds will be more reliable and likely flow better than the fabricated mild steel ones, and given the saved labor the cost impact is not large. With say 50 pairs cast there would be big cost savings, regardless of material, but there's the expected inventory holding cost that rules that option out. But I am digressing.
The Inconel exhaust manifolds will be more reliable and likely flow better than the fabricated mild steel ones, and given the saved labor the cost impact is not large. With say 50 pairs cast there would be big cost savings, regardless of material, but there's the expected inventory holding cost that rules that option out. But I am digressing.
Well, talk to him about opening it up. Put some prices up privately on how some of us can partake just in the manifolds and maybe we can get some economy on this.
07-17-2014, 03:21 PM
