New Crankshafts
#256
Rennlist Member
An engine survives when everything is right-- the engine as well as the way it is used. A single failure can be analyzed and corrected, while a single success is only useful for mind-numbing rhetoric.
Kibort, what you are doing here, and elsewhere in this forum, is actively stifling discussion that is not consistent with your world-view. That is destructive to my goals here (and perhaps others), which is to learn from others and share what I have learned. What GB is doing here is very interesting, please stop pissing on it and please stop crapping in every thread that doesn't match your view of things.
Thanks.
#257
Rennlist Member
I don't know where this modern psyche of getting by as cheaply and easily as possible with the engine came from. The engine is the heart and soul of a car, the other stuff is just to keep the engine off the ground. How could you build a car and then stuff in some generic cheap lump that's just like everyone else? Since when is one's passion given the same criteria as though he were repairing an irrigation pump?
I have one of these big healthy Porsche engines similar to what Greg builds. It amazes me with how good it is at making big power and doing so easily. I've never driven any engine so good in all my life, to get here has usually required characteristics that are hard to live with and don't last long. These engines will make big power on pump gas and not wear out from freakish valve springs or high compression.
I have one of these big healthy Porsche engines similar to what Greg builds. It amazes me with how good it is at making big power and doing so easily. I've never driven any engine so good in all my life, to get here has usually required characteristics that are hard to live with and don't last long. These engines will make big power on pump gas and not wear out from freakish valve springs or high compression.
BUY THE BEST, AND CRY ONCE!!
Old saying from the 70's that I read somewhere.....
#259
Having been to the Ultima factory and ridden in the demo car, then went on to build my own GTR with LS1/LS6 engine, I can say the LSx is the best engine possible for the Ultima GTR in todays world. Lighter than Gen1/2 chevs, smoother, modern EFI,.....
I even considered using a LSx in my 928, but stayed with the 16V Euro I have because it is the correct engine for the car - with some modern EFI added it should be a great combo. Putting a 928 engine in an Ultima GTR will add several hundred lbs to an intentionally lightweight car, and a lot of customizing to do. Chassis mods, linkage, trans mounting, wiring, oiling system,.....
I even considered using a LSx in my 928, but stayed with the 16V Euro I have because it is the correct engine for the car - with some modern EFI added it should be a great combo. Putting a 928 engine in an Ultima GTR will add several hundred lbs to an intentionally lightweight car, and a lot of customizing to do. Chassis mods, linkage, trans mounting, wiring, oiling system,.....
#260
Former Vendor
Thread Starter
Is the open deck design of the 928 engine block a problem to consider if you raise the rpm by 800 or 1000 rpm?
My shop here tells me the bores vibrate if the rpm raise above healthy levels and the head gaskets fail.
So if you refresh and lightening the rotating parts is the next problem behind the corner?
Here in Germany a 944 engine builder use a top plate for the block to stabilize the bores.
My shop here tells me the bores vibrate if the rpm raise above healthy levels and the head gaskets fail.
So if you refresh and lightening the rotating parts is the next problem behind the corner?
Here in Germany a 944 engine builder use a top plate for the block to stabilize the bores.
Every head gasket failure I've seen is either from detonation, improper surface preparation, or from hardware issues, in either engine.
The giant output 944 GTR engines had open decks with individual removable cylinders.
#261
Former Vendor
Thread Starter
Obviously, if a design worked, it wouldn't fail.
However, in 928 engine history, there's a veritable wrecking yard full of failures, from the prior "engineering" attempts and assembly. Very, very few examples of prior attempts of big engines actually survive and the extreme horror stories of the failures have scared many 928 owners away from wanting to invest big dollars in their engines only to end up with very expensive junk.
The "success ratio" of the "early" big engines is very, very low. The few examples, which actually survive, are certainly more of a "wonderment" than a rack to hang one's hat on.
I've worked very hard at "overturning" this terrible reputation of the high output 928 engine, for years. And while there have been inherent design problems that have become obvious, I've always been able to work these problems out with engineering changes.
Note that all of my big engines actually run....
These new pieces are just my "next step" to building a higher output, longer lasting engine. This isn't the end of the story, but just a chapter. There's a bunch of pieces still coming!
#262
Former Vendor
Thread Starter
A 6+ litre 4 valve Porsche engine can make serious power that a 2 valve can't dream of and not have inherent detonation or valvetrain problems.
This is the engine that a gearhead wants.
I don't know where this modern psyche of getting by as cheaply and easily as possible with the engine came from. The engine is the heart and soul of a car, the other stuff is just to keep the engine off the ground. How could you build a car and then stuff in some generic cheap lump that's just like everyone else? Since when is one's passion given the same criteria as though he were repairing an irrigation pump?
I have one of these big healthy Porsche engines similar to what Greg builds. It amazes me with how good it is at making big power and doing so easily. I've never driven any engine so good in all my life, to get here has usually required characteristics that are hard to live with and don't last long. These engines will make big power on pump gas and not wear out from freakish valve springs or high compression.
As far as the mythical lightweight of chevys, I've compared my car with an identically prepped 944 w/chevy and mine was 20 lbs lighter. Whatever they weigh they should be lighter since they are down by 300-400hp and are fragile.
This is the engine that a gearhead wants.
I don't know where this modern psyche of getting by as cheaply and easily as possible with the engine came from. The engine is the heart and soul of a car, the other stuff is just to keep the engine off the ground. How could you build a car and then stuff in some generic cheap lump that's just like everyone else? Since when is one's passion given the same criteria as though he were repairing an irrigation pump?
I have one of these big healthy Porsche engines similar to what Greg builds. It amazes me with how good it is at making big power and doing so easily. I've never driven any engine so good in all my life, to get here has usually required characteristics that are hard to live with and don't last long. These engines will make big power on pump gas and not wear out from freakish valve springs or high compression.
As far as the mythical lightweight of chevys, I've compared my car with an identically prepped 944 w/chevy and mine was 20 lbs lighter. Whatever they weigh they should be lighter since they are down by 300-400hp and are fragile.
Quite a bit of the "off road" racing world is in Southern California and I get to see a bunch of it since I also own a business that does "custom high performance plumbing". The engines that the high output off road trucks run are not the "generic" 20K Chevy crate engines that have become so common, these days. It's not that these racers wouldn't love to be able to use these engines, but these engines are "3 amp fuses in a 25 amp load". They run, under high output conditions, literally for minutes.
Instead, the engines used are extremely expensive high tech powerplants, which frequently cost more to build than any 928 engine costs to build. And, like Nascar engines, they get rebuilt after every event, if they survive.
I think that a 928 engine would be very much at home, in this application.
There's still a couple of inherent weaknesses, but I'm working on them. I'm not a giant engineering facility with dozens of employees and lots of development dollars.
I'm an old guy that hand builds every engine, one at a time, making changes, as I develop these engines.
It's a way slower process than if I had a "Nascar" engine development shop and their budget.
One or two pieces, at a time, are about all I can manage.
#263
Nordschleife Master
Nice crankshafts.
A question: What's the oil pan clearance of these three kinds of crankshafts? That is, is a pan spacer required or do they work with just the stock oil pan?
A question: What's the oil pan clearance of these three kinds of crankshafts? That is, is a pan spacer required or do they work with just the stock oil pan?
#264
Former Vendor
Thread Starter
That being said, I can't see any downside of moving the oil further away, on any stroke crankshaft.
#265
Race Director
#266
Nordschleife Master
The rod sweep clearance the same as with the old stroker crankshafts? I am thinking about the pan and wanted to see how high up any pan concotation can reach without hitting the rods for any of the crankshaft options.
#267
Addict
Rennlist Member
Rennlist Member
First thing rod hits is lower block. GTS engines had tip of the finger sized cuts made to give some extra clearance. They are not needed but rod nuts get really close to block wall when GTS rotating assembly is installed into earlier unmodified block. Deep down in archives there is picture which shows how factory did it.
#268
Trying to get my head around the vast scope of "Doc" Browns 928 repertoire.
I have heard him state that he is seeking a synergy of enhanced, modernized performance & improved reliability by addressing high quality parts with his unique proprietary knowledge of this mill to refine original design issues concerning oil circulation.
Towards that end the Product list includes:
3 New Crankshafts
Newly designed Carillo Connecting Rods
Newly designed Pistons
Improved Crankcase Ventilation system
Windage Trey & Spacer & Pump mods
What besides his assembly expertise have I left out??
I have heard him state that he is seeking a synergy of enhanced, modernized performance & improved reliability by addressing high quality parts with his unique proprietary knowledge of this mill to refine original design issues concerning oil circulation.
Towards that end the Product list includes:
3 New Crankshafts
Newly designed Carillo Connecting Rods
Newly designed Pistons
Improved Crankcase Ventilation system
Windage Trey & Spacer & Pump mods
What besides his assembly expertise have I left out??
#269
Is there really a Billet Block in the works?
Attempting to consolidate a list of Products Precision Motorwerks has available for 928 enthusiast.
Attempting to consolidate a list of Products Precision Motorwerks has available for 928 enthusiast.
Last edited by damon54; 12-05-2012 at 04:54 PM.
#270
Trying to get my head around the vast scope of "Doc" Browns 928 repertoire.
I have heard him state that he is seeking a synergy of enhanced, modernized performance & improved reliability by addressing high quality parts with his unique proprietary knowledge of this mill to refine original design issues concerning oil circulation.
Towards that end the Product list includes:
3 New Crankshafts
Newly designed Carillo Connecting Rods
Newly designed Pistons
Improved Crankcase Ventilation system
Windage Trey & Spacer & Pump mods
What besides his assembly expertise have I left out??
I have heard him state that he is seeking a synergy of enhanced, modernized performance & improved reliability by addressing high quality parts with his unique proprietary knowledge of this mill to refine original design issues concerning oil circulation.
Towards that end the Product list includes:
3 New Crankshafts
Newly designed Carillo Connecting Rods
Newly designed Pistons
Improved Crankcase Ventilation system
Windage Trey & Spacer & Pump mods
What besides his assembly expertise have I left out??