What company best at building Stroker engines from scratch?
05-16-2011 | 07:09 AM
#91
Former Vendor
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Thanks Sean.
Did not mean to hijack.
More on point, why can't we just have new blocks cast? Maybe out of a different aluminum, or even steel, alloy?
A local head shop had vintage 911 heads cast to their design since many of the vintage 911 race heads coming in needed too much re-work and fixing to get a good starting point for his modifications.
With so many 928 blocks going away, maybe it would be worth it at this time to consider?
Cheers,
05-16-2011 | 10:23 PM
#92
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From: Scranton, PA area
Mike: that's some engine you've got! Wish I had half that horsepower, does look great without the air box, do those velocity stacks have screens inside? I've heard the intake system on an S4 costs $2,500 to replace, how is that possible, would have never guessed it? I've bookmarked your website but didn't take a good look at it, will do so. I'll keep checking your website for airbox designs that you make.Bill
05-16-2011 | 11:10 PM
#93
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From: Bird lover in Sharpsburg
Mike: that's some engine you've got! Wish I had half that horsepower, does look great without the air box, do those velocity stacks have screens inside? I've heard the intake system on an S4 costs $2,500 to replace, how is that possible, would have never guessed it? I've bookmarked your website but didn't take a good look at it, will do so. I'll keep checking your website for airbox designs that you make.Bill
And what do you mean by you never would have guessed?
2,500 wont buy you a intake refresh on a S4, much less a new system.
05-17-2011 | 05:01 AM
#95
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I think that sums up a lot, when I was down at the local Merc dealer checking out a part. The salesman asked me what the project was and he said why spend money on an old 928? While mentioning I could have the black SLS for $500K.
So I think that statement should be put in a sticky for new forum members to read and maybe for existing members to use to explain why the 928.
Greg
So I think that statement should be put in a sticky for new forum members to read and maybe for existing members to use to explain why the 928.
Greg
That's why I came back to 928s after a brief BMW 850 affair. When those cars came out I drooled over the idea of a V12 and 6 speed and it made my 928 seem less desireable.
Well I finally got one and then realised they weigh 4100 lbs and are so ingrained with 'stuff' that I lost all interest.
All of those features and complexity really do make the car a used condom a few years down the road. Who wants to deal with maintaining all that miscellaneous crap? The car is going to go downhill with no Rob Edwards' to create prime examples. There are not going to be any 2011 600s 10 years from now that are drooled over, they're all going to have a bunch of impossible to fix issues and even if they didn't the perception will be there.
So yeah, the 928 is a pretty good car. They are a timeless good design and can compare against anything in the things that really matter in a car. To spend massive amounts of effort developing parts for them is worthy time. A well executed 928 project can be more interesting and exciting than anything out there.
BTW, Greg dropped an interesting word, I wonder if anyone will pick up on it?
Well I finally got one and then realised they weigh 4100 lbs and are so ingrained with 'stuff' that I lost all interest.
All of those features and complexity really do make the car a used condom a few years down the road. Who wants to deal with maintaining all that miscellaneous crap? The car is going to go downhill with no Rob Edwards' to create prime examples. There are not going to be any 2011 600s 10 years from now that are drooled over, they're all going to have a bunch of impossible to fix issues and even if they didn't the perception will be there.
So yeah, the 928 is a pretty good car. They are a timeless good design and can compare against anything in the things that really matter in a car. To spend massive amounts of effort developing parts for them is worthy time. A well executed 928 project can be more interesting and exciting than anything out there.
BTW, Greg dropped an interesting word, I wonder if anyone will pick up on it?
05-17-2011 | 05:50 AM
#96
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From: Mostly in my workshop located in Sweden.
Guys, back to the original question. What company best at building stroker engines from scratch? Carl Fausett 928 Motorsports has not been mentioned. He is very good at marketing and advertising his products. He has built the 765 whp Bonneville motor. Isn´t he worth being mentioned? Appreciate your comments guys.
Ake
Ake
05-17-2011 | 06:22 AM
#97
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From: Abbotsford B.C.
Ake,
While I do not mean this as any form of a bashing. Greg has a good reputation for building a product that lasts.
Carl has not been doing this that long, and there are a lot of his products which are not followed through on. The recent debacle was his racing upper a-arms being faulty when new. But because they had been installed on the car, he would not refund the persons money. When situations like this prevent themselves on a forum board. It would say to me, and most people who read it that one does not stand behind a component like an A-arm that costs a couple hundred dollars. How can one expect them to stand behind a few thousand dollars on a short block?
I would be worried about buying one, spending more money on gaskets, etc. and then starting the motor and having a serious knock, or other problem occour and to be told that I must have done something wrong and that the problem would not be fixed.
With Greg, everyone knows that this would NOT be the case. If he did up a complete shortblock, you would know that if there was a problem (very unlikely), that it would be resolved.
When one is spending the big bucks to get a stroker motor, one must ask themselves, should I spend $25,000 with Carl, or spend $30,000+ with Greg. Yes $5k is a lot to many people, but to those willing to put this type of money into an engine/car that they know they will never get the money out of. It should be a very insignificant amount.
While I do not mean this as any form of a bashing. Greg has a good reputation for building a product that lasts.
Carl has not been doing this that long, and there are a lot of his products which are not followed through on. The recent debacle was his racing upper a-arms being faulty when new. But because they had been installed on the car, he would not refund the persons money. When situations like this prevent themselves on a forum board. It would say to me, and most people who read it that one does not stand behind a component like an A-arm that costs a couple hundred dollars. How can one expect them to stand behind a few thousand dollars on a short block?
I would be worried about buying one, spending more money on gaskets, etc. and then starting the motor and having a serious knock, or other problem occour and to be told that I must have done something wrong and that the problem would not be fixed.
With Greg, everyone knows that this would NOT be the case. If he did up a complete shortblock, you would know that if there was a problem (very unlikely), that it would be resolved.
When one is spending the big bucks to get a stroker motor, one must ask themselves, should I spend $25,000 with Carl, or spend $30,000+ with Greg. Yes $5k is a lot to many people, but to those willing to put this type of money into an engine/car that they know they will never get the money out of. It should be a very insignificant amount.
05-17-2011 | 06:59 AM
#98
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From: Mostly in my workshop located in Sweden.
Colin J,
Yes I have read the thread about the faulty A-arm. I am sure Carl has learned from his mistake. That is no good PR. Being rather new on this forum, is Greg the guy having the company Precision Motorwerks in Anaheim, CA.?
Ake
Yes I have read the thread about the faulty A-arm. I am sure Carl has learned from his mistake. That is no good PR. Being rather new on this forum, is Greg the guy having the company Precision Motorwerks in Anaheim, CA.?
Ake
05-17-2011 | 10:11 AM
#100
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From: London, UK
What amazes me is that there are guys out there willing to spend $40k on a motor, yet no one and I mean no one has ever sorted out the transaxle issue on the 928. There are a lot of options available from the likes of hollinger, ricardo, hewland, xtrack to name a few. Costs are in the $15k ball park...
Kind of strikes me that people turn up the volume to 8, but are scared to go to 11
Kind of strikes me that people turn up the volume to 8, but are scared to go to 11
05-17-2011 | 11:03 AM
#101
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From: Le Mans - France
What amazes me is that there are guys out there willing to spend $40k on a motor, yet no one and I mean no one has ever sorted out the transaxle issue on the 928. There are a lot of options available from the likes of hollinger, ricardo, hewland, xtrack to name a few. Costs are in the $15k ball park...
Kind of strikes me that people turn up the volume to 8, but are scared to go to 11
Kind of strikes me that people turn up the volume to 8, but are scared to go to 11
I have looked at adopted hewland FG 400 sequential gear boxe, but that are not allowed. For the engine, as it is the same look than the original and until a competitor place a core charge to determine whether the engine is as it has to be, no one can't say anything about it.
By the way. I suppose the question has been discussed many times, but what can be done with a no strocker or no SC'd 5l 928 engine. Is there any one who can make A 5l 32V GT engine around 400 BHP?
Puyi
05-17-2011 | 11:40 AM
#102
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From: London, UK
The fact is, under historic vehicule regulation, the gear box has to be the same as the original one.
I have looked at adopted hewland FG 400 sequential gear boxe, but that are not allowed. For the engine, as it is the same look than the original and until a competitor place a core charge to determine whether the engine is as it has to be, no one can't say anything about it.
By the way. I suppose the question has been discussed many times, but what can be done with a no strocker or no SC'd 5l 928 engine. Is there any one who can make A 5l 32V GT engine around 400 BHP?
Puyi
I have looked at adopted hewland FG 400 sequential gear boxe, but that are not allowed. For the engine, as it is the same look than the original and until a competitor place a core charge to determine whether the engine is as it has to be, no one can't say anything about it.
By the way. I suppose the question has been discussed many times, but what can be done with a no strocker or no SC'd 5l 928 engine. Is there any one who can make A 5l 32V GT engine around 400 BHP?
Puyi
My GTS engine made 370RWHP, assuming 15% drive train loss is 435FWHP:
- slightly higher compression
- 968 intake valves
- nicely ported head with nice intake/head port matching
- 928Intl headers
- custom X-pipe
- custom exhaust
- GT cams ever so slightly ground
- Sharktuned EPROMS
- dry sump
- intake spacers
My previous GT engine made 335RWHP, assuming 15% drive train loss is around 400FWHP
- same mods as the GTS engine just lacking the extra 450cm3 of the GTS engine
New 6.0ltr "borer" engine should make quite a lot more power, but will not be running for another 2 months by the looks of it...
05-17-2011 | 11:47 AM
#103
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From: Woodstock Ga.
I wonder what a 5.0L with Mike simards intake(ITB's) and a set of headers and free flowing exhaust would make?
Should be in the 350rwhp easy.
Any thoughts as I have read the intake is a weak link.
Add Mikes or Colins cams and watch out. You would have a very healthy street machine. Especially in a OB!
Should be in the 350rwhp easy.
Any thoughts as I have read the intake is a weak link.
Add Mikes or Colins cams and watch out. You would have a very healthy street machine. Especially in a OB!
05-17-2011 | 11:59 AM
#104
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From: Up Nort
Considering Ford is pumping out a 400BHP 302 in a $27,000 car, I know it can be done with a 928 engine.
The Boss 302 is putting down 444BHP.
If the 928 engine had the same BHP/Liter as the 2.5 liter 944S engine, it would be 376BHP.
The valves / ports on the 944S head are larger, compression is increased and as far as I can tell the 944S intake manifold is a more uniform design (I have one on my work bench). I've never seen a cam comparison, I'm willing to bet the 944S cam is more aggressive.
DEVEK made 500+hp with the stock intake manifold. Even if that hp number is questionable, the 200+mph top speed is not.
The Boss 302 is putting down 444BHP.
If the 928 engine had the same BHP/Liter as the 2.5 liter 944S engine, it would be 376BHP.
The valves / ports on the 944S head are larger, compression is increased and as far as I can tell the 944S intake manifold is a more uniform design (I have one on my work bench). I've never seen a cam comparison, I'm willing to bet the 944S cam is more aggressive.
DEVEK made 500+hp with the stock intake manifold. Even if that hp number is questionable, the 200+mph top speed is not.
05-17-2011 | 12:20 PM
#105
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From: Lake Tahoe, Ca
The car has a full stock interior (sans seats) and is very comfortable and reliable. I just wish DEVEK was still building them for the general public.Since they are not if you can afford it buy one from Gregg or another vendor and enjoy.