GregBBRD

We make a kit to lower the pick-up, along with the pan spacer.

The dipstick actually would need to be lowered...not raised.

IcemanG17

MK
You bring up valid points...BUT...what about other engines that were carefully assembled......Dennis's from Devek (twice), Don Hansons stroker, Louies GT at Thunderhill, Seans screamer & stock S4 engine....all of these were carefully assembled using good parts and none lasted very long?

What doesn't make sense is the engines you built, using the same techniques as others have last a while....while everyone elses grenade in spectacular fashion...

As for my engines....the 1st widow engine ran fine....it was tested at Streets of Willow...it made great power for only having stock S4 cams (302whp)....maybe the lack of friction from dying bearings increases HP Looking back I should have just changed the rod bearings and drove on..... The 2nd widow engine had issues to start with
The 1st engine in the Estate suffered from many issues.....crap oil (after all the amsoil leaked out) and too many RPM (6500 shifts weren't a great idea) and I am sure they all contributed to its demise....

However the 2nd engine is running well.....I will change the oil soon and get it analyzed...I wonder if the extra G forces from the R comps increase wear? Only the test will tell

RyanPerrella

yes I know, I think i said to cut the dipstick tubes length, so when you insert the dipstick it goes down further for an accurate level.

mark kibort

The others were not using amsoil, but oil that seems to vaporize with heat. (i.e. mobil 1 of the day) that would include dennis, d-hanson, who loved to peg the rev limiter and mis shifts occasionally.

I also think that the scrapers and screens could be certainly part of the starvation issues. many of these you list had things like accusump failed to be turned on , and things like that.

Again, look at the times I posting, and scot. look at the abuse those engines have had. my racing career with the stock S4 lasted 7 professional racing starts and 50 min races, and 107 race dayd over an 8 year period. we have the engine, its nothing special. amsoil and good warm up procedures and proper rpm around turns. (not too high, not too low, but always near redline shifts)

Now look at not my one engine, but 6 engines. 3 of scot's, and 4 of mine, all racing hard with no mods. my 4 were the stock 4.7, like the estate, the 5 liter hybrid, still running today, and the holbert engine as well as the new stroker I run today with 3 race seasons under its belt already, including a brutal set of two 50 min races this past weekend. oil sent to oil analysis once a year, and always comes back perfect.

dont forget Joe Fan has never had anything other than a drilled crank as well and an accusump with no issues. (not drysumped like Mark A)

I follow those that are successful and dont try and reinvent the wheel

Lucky??? dont think there is such a think. sorry.

GlenL

I've watched your videos. You get good times without beating the engine. That's a compliment, Mark.

I looked over the tracks on the West Coast. Only one is moderately long. Buttonwillow, I think. "Technical" isn't a derisive term.

I think long corners are where foam is sucked in. No foam in advance and no pressure problems.

That'd be not shifting is a problem. (See above.)

Can you be succinct about it?

That was an early, incomplete prototype of the I-J system. Didn't have it at the rebuild but added it later. I took it on as an experiment. KJ spotted me a complete kit for free following my failure. How's that for standing up?

mark kibort

I dont understand. how can you beat up the engine any more than I am. Im 50rpm from hitting the rev limiter every shift, floored at the limit of adhesion, etc.


You looked at the west coast tracks? only one is long? Thunderhilll is 3 miles, which is a long track by most standards. sure, its not 4 miles like RA, but its not the length of track that matters, its the type of turns and length of straights.
Find me a turn at tracks you visit that are longer than turn2 of Thunderhill. (using a average cup car time)
Here is a lap at Thunderhill. go to near 5min mark where the beating starts.
http://www.youtube.com/watch?v=TpZfeUKP8ns


So, your failure had all sorts of issues you admit. the fact that you have the early crank would really be a stand out issue in my book, along with any kind of unproven scraper technology. Glad they stood up for the failure. what do they have now as a system?? what was the change.


look at my signature line video of the comp coupe viper run. this was the old Holbert engine and let me know where I could possibly been beating up the engine any more.

hacker-pschorr

Mark did not build that engine, Todd Tremel did, at least the short-block.


If you look hard enough you will find things like Accusumps on C5-ZO6 Corvette's to prevent bearing or other oil related issues (C6's are dry sumps)
Some of you act like 928's are the only cars that eat up motors when on the track.

puyi

I agree with HP. Lot of V8 engine has oiling problem as you push it on a track. I saw the same problem as the 928 in maserati V8 from the 70's and 80's.

Puyi

dprantl

I didn't watch the whole thing, but you are definitely not putting all your HP to the ground from 1:07 - 1:20 (should be in a lower gear), and then there is a huge short-shift at 1:24 But, it is not very easy to tell without data on screen, i.e. RPM, G-forces, etc. Or for example, 8:53, there is no way you were near redline on that shift.

Dan
'91 928GT S/C 475hp/460lb.ft

mark kibort

thats why I recomended you "judge" the video from after 5 mins, as I was sizing the panos and Firehawk 300z for the first two laps. this is one of the reasons most racers fail, is that they think they have to go all out all the time. no need to beat the engine up unless you want to run the fastest lap possible, or you are planning to make a pass. the time you observed. 1:05 to 1:20 would be senseless and useless to run in 2nd gear around those 60-70mph turns. The main reason, is that it is a very conjested part of the race track. where was I to go. Its called strategy. you hang back, stay very close and get ready to pounce! even in "cruise" mode, it would be way to fast to be in 2nd gear around those S's. no acceleration is needed through that section. in race mod, you notice im in the same gear but going much faster and leaping off the exits with no braking until the thunderhill (hill) turn 5 eagles nest.

the huge short shift, (1:24) is always a short shift for anyone that knows thunderhill turn 5 exit) as that is an off cambered , downhill section where redline and full throtttle are iimpossible. floored and in 3rd gear at the exit is the right gear with the stroker. with the old motor, sometimes I could get away with 2nd to redline, but still, it was part throttle due to grip.

If I ever short shift, its because the turn requires it, traction limited, or Im tired and wannto go home. . your observation of turn 12 is just that (8:53) yes, thats an exit in 2nd gear and you can be traction limited and dont want to have a redline shift at the max g loading point of the exit. Sometimes I can, but it has to be very grippy

Most of the races are alll out, flag to flag, but this one with the heat, had more strategy in it. the GTGP was all out every lap, with absolutely no breaks or short shifts right down to the 1:36.1 final lap at laguna.

mark kibort

Dan, listen to the engine during the race at the GTGP or the viper comp coupe race on my signature line and then review that. bottom line, all shifts that need or can be at the highest rev point possible, are. there is no "babying" of the engine. however, i willl not tach it out, or use high rpm unless it will benifit a lap time or an exit speed of a turn.

12:30 on the video last lap

http://www.youtube.com/watch?v=KrrH5H5kWCw

http://www.youtube.com/v/Sih48Dby9d0

mark kibort

Hackers right, that last engine was not built by me (short block), however, the other 3 engines and scots 3 engines through his upgrads from 4.5 to 4.7 to 5.0 were.