Mid mount Turbo dyno results - Graphs added pg4

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04-19-2011, 10:41 PM

#16

Abby Normal

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Quote:

Originally Posted by Jim Nowak

Way to go Abby!!!!! Let's see that dyno chart.

They must have my email incorrect or something. Calling in the morning to get them.

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04-19-2011, 10:54 PM

#17

Abby Normal

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Quote:

Originally Posted by Hacker-Pschorr

Nice work Abby, all too often we see people toss in the towel who didn't hit anywhere near the obstacles you did.

Let this be a testament to "almost finished" projects everywhere, keep at it.

I hate to break it to you, these projects are never finished.

This is when the fun begins.

To simplify the discussion, assuming all other factors are equal, Abby's 8.5:1 compression versus a stock 10.1 can account for such a difference.

Abby's lower compression will allow him to push the boost further as he upgrades the ignition / fuel system.

What's the game plan from here? I'm running similar brains in my 81 now, Mike and I have it mapped out how to upgrade to LH2.2 / EZK if 3rd party isn't the path I take.

Thanks Erik!

It's in the ignition because we have good fuel up top. However we have little view of what really is going on (detonation, exhaust/intake temps etc) and can only 'command the system' as to what we want. With that we decided to be a little conservative since the car has no knock sensor or control. I have 2 boost settings and have more than 400TQ at each setting. I also have the high boost peak to 12psi and ride at 10psi.. I can change that with a dial and have it hold the boost. You will see it on the chart.

The game plan?

Shake down a few bugs and paint the car, interior...it never ends

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04-19-2011, 10:56 PM

#18

Abby Normal

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Quote:

Originally Posted by BC

The stock ignition system is and always will be a problem not only in total spark energy, but also tunability past a certain threshold. Yet another great boost story, and yet another situation where for want of more tunability, it would be a 650hp or more car with big tq numbers. Imagine that engine with as much boost as that rear huffer can make being run on a map/cop system.

I love it when you talk dirty!!

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04-19-2011, 11:15 PM

#19

Fabio421

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I'm so happy that you've gotten this monkey off your back. That project would have taken years off of my life. I wish you were closer because the drinks would be on me. Congratulations

You mentioned paint. Does that mean I might be seeing that car here in FL once you get done burning the tires off of it?

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04-19-2011, 11:18 PM

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Quote:

Originally Posted by Jon B.

Maybe I'm missing something, buy didn't someone make around 500rwhp with 12ish psi on a Murf kit with an early 32v? What is the difference?

Quite a few differences. That Murf kit equipped '86.5 had the completely stock engine, with it's higher compression ratio, stock exhaust system with an "X" pipe, was an automatc transmission equipped car, and the installation was completed in a few days.

Not sure what the ignition problems that some people seem to have with these cars are. The stock ignition system worked fine on the '86.5 mentioned above, and what's basically the same ignition system has worked fine on other boosted later model year 928s to over 600rwhp.

Quote:

Originally Posted by Abby Normal

I'd also like to thank Jim Coman at Coman Performance in Alabama. After having rod bearing failure in the first build of my motor (built by someone else), Jim rebuilt my motor and worked through the issues that caused the problem.

It would be interesting to hear the details of the first failed engine and what caused it. Might help some others avoid the same issue in the future.

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04-19-2011, 11:29 PM

#21

Rick Carter

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Congratulations Abby!

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04-19-2011, 11:32 PM

#22

Shane

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Quote:

Originally Posted by Abby Normal

Let the games begin.

Was it the same type of dyno in 85 degree weather with 80% humidity?
And didn't said car end up having engine problems?
I would gladly (and love to) race that car.

Congrats Abby!! That is a massive amount of torque

I don't think it was quite 85° but was the same dyno-dynamics.
Yep I got stupid before I upgraded the fuel pump and kicked the fuel pressure up to S4 levels to feed the Jolly Greens (42#s) and the stock original headgasket let go.

Race?

While your shifting to 2nd I'll be gone, autos shift faster...

Seriously though I wish I had pulled the trigger on the mid-mount for Helmut, I really want a 928 turbo S!

Those are some sweet numbers!! What size meats have you stuffed under the rear to get that thing to hook up?

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04-19-2011, 11:35 PM

#23

Abby Normal

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Quote:

Originally Posted by Z

It would be interesting to hear the details of the first failed engine and what caused it. Might help some others avoid the same issue in the future.

Nothing special.

The dip-**** who built it the first time had it to tight and it started chewing a rod bearing in the first 500 miles. I heard a knock, found metal and pulled the motor and did a full rebuild. It now has 1000 miles of which many include Shark Tuning drives and dyno hits. Oil looks great in this motor for two consecutive changes now.

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04-19-2011, 11:41 PM

#24

Shane

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This...

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04-19-2011, 11:42 PM

#25

Abby Normal

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Originally Posted by Shane

This...

I have to contact them because they have yet to email them.

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04-19-2011, 11:46 PM

#26

Abby Normal

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Quote:

Originally Posted by Shane

Congrats Abby!! That is a massive amount of torque

While your shifting to 2nd I'll be gone, autos shift faster...

Thanks Shane!

Is this the thread of your dyno? It says you're on a Dynojet or did you strap it down again?

https://rennlist.com/forums/928-foru...ght=shane+murf

285 NITTO Drag Radials on thed rear.

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