PORSCHE RACE TRACK ENGINES VS CHEVY RACE TRACK ENGINES
10-22-2011, 08:01 PM
#31
Seems like David LLoyd, and some of the guys whom race in PCA were running hybrid 5.0 OBs with 5.0 blocks mated to CIS top ends. I think they were churning out around 350 HP, and they were having to replace the rod bearings every season. Not super competetive in the class they were put in, but consistent, fun race cars.
Stan Shaw might be able to comment on this.
Stan Shaw might be able to comment on this.
10-23-2011, 12:02 AM
#33
Race Director
The 928 Estate survived another 6 HOURS on track today........no oil cooler or accusump....oil temps between 240-275f....water temps around 2nd white line or 195f.....would have been 7 hours on track if the fuel pump didn't die taking up an hour.... :>(
This makes 61 HOURS and counting.........should be almost 70 tomorrow!.....the torture test continues.....more time than any other 3 928 racers combined....
This makes 61 HOURS and counting.........should be almost 70 tomorrow!.....the torture test continues.....more time than any other 3 928 racers combined....
10-23-2011, 12:47 PM
#36
Apples and oranges..
for a true track monster (classes aside) there is no other option than a chevy motor simply because of the enormous weight savings.... and a jaw dropping torque curve
The other aspect of this is power, yes the standard 928 engine somewhat tried and tested from 300-450hp (most of the 928 engine have chronic bearing/oiling issues, ask Brian about the widow) but there is only a handful people that actually run 550+ hp without serious engine work. Standard LS7 internals have been known to handle upwards up 700hp.
Aspect #3: accessibility, the stand 928 engine bay is a clusterfvck and getting to various areas can be difficult at the best of times. With the smaller chevy motor there is a vast valleys and chasms in the engine bay... you can literally remove the headers without even lifting the car.
I can go on for days but it comes down to different strokes for different folks... pun intended
High hp track monster -> chevy motor
lower hp PCA racer -> porsche motor
Cost, the same as building any other motor.... i/e way too much
Specs, 408 SBC. .600 cam, forged crank, heads, etc.
Output, not tuned properly it was about 540hp/570tq
Experiences, with no weight and that much tq it is ballistically fast out of the corners if it hooks up, also with solid motor mounts it shakes like a jackhammer
for a true track monster (classes aside) there is no other option than a chevy motor simply because of the enormous weight savings.... and a jaw dropping torque curve
The other aspect of this is power, yes the standard 928 engine somewhat tried and tested from 300-450hp (most of the 928 engine have chronic bearing/oiling issues, ask Brian about the widow) but there is only a handful people that actually run 550+ hp without serious engine work. Standard LS7 internals have been known to handle upwards up 700hp.
Aspect #3: accessibility, the stand 928 engine bay is a clusterfvck and getting to various areas can be difficult at the best of times. With the smaller chevy motor there is a vast valleys and chasms in the engine bay... you can literally remove the headers without even lifting the car.
I can go on for days but it comes down to different strokes for different folks... pun intended
High hp track monster -> chevy motor
lower hp PCA racer -> porsche motor
So, I think there are a lot of RListers who would like to provide similar info about their motor experiences, specifications, output numbers, and costs.
Specs, 408 SBC. .600 cam, forged crank, heads, etc.
Output, not tuned properly it was about 540hp/570tq
Experiences, with no weight and that much tq it is ballistically fast out of the corners if it hooks up, also with solid motor mounts it shakes like a jackhammer
10-23-2011, 12:51 PM
#37
928 Collector
Rennlist Member
Rennlist Member
I don't think I agree. IMHO the 4-cylinder is the best option today for the average home-grown racer.
10-23-2011, 02:16 PM
#38
Rennlist Member
Thread Starter
Yep-Offys Rule!
Can't say I'm aware of too many (as in "any") LS7s with standard (ie. stock) internals that are putting out 700 hp at the crank and surviving at road course race tracks. For that matter, unless it's pumped, how would you get an LS7 to develop 700 hp without changing internals? Every single thing in my engine has been changed except the block itself.
Can't say I'm aware of too many (as in "any") LS7s with standard (ie. stock) internals that are putting out 700 hp at the crank and surviving at road course race tracks. For that matter, unless it's pumped, how would you get an LS7 to develop 700 hp without changing internals? Every single thing in my engine has been changed except the block itself.
10-25-2011, 04:36 AM
#39
I don't think I agree. IMHO the 4-cylinder is the best option today for the average home-grown racer.
how would you get an LS7 to develop 700 hp without changing internals?
10-25-2011, 12:54 PM
#40
Not the sharpest tool in the shed
Rennlist Member
Rennlist Member
I don't know what went up faster, the speedometer or the temp gauge.
I meant only in 928s.. I completely agree that for grass roots/ entry level racing, the 4/6 is the best motor to have... ie. 944spec, spec pinata, bmw 3 series,
like this
http://www.youtube.com/watch?v=C0wWs...eature=related
like this
http://www.youtube.com/watch?v=C0wWs...eature=related
10-25-2011, 01:12 PM
#41
Three Wheelin'
A video of a speedometer. Wow.
So you have to bolt on a bunch of forced induction stuff just to get 600 whp? I thought it was all about the simplicity and cheapness of 2 valves and pushrods?
So you have to bolt on a bunch of forced induction stuff just to get 600 whp? I thought it was all about the simplicity and cheapness of 2 valves and pushrods?
10-25-2011, 01:53 PM
#44
Three Wheelin'
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Seems it wouldn't last if its getting over 200Degrees regularly (oil temps dont like much more that 210 from what I understand).
10-25-2011, 02:01 PM
#45
Drifting
