jcorenman

Agreed, but if the goal is that every engine survive, then I would suggest that it is the failures, and not the successes, that provide the most useful information.

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.

killav

BUY THE BEST, AND CRY ONCE!!

Old saying from the 70's that I read somewhere.....

Fastest928

Analyzing failures is obvious and useful, others work to better understand why designs work, which prevents failures.

BigAl1

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,.....

GregBBRD

No idea. I've yet to see a problem with the open deck in any 928 or 944 engines.

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.

GregBBRD

?????

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!

GregBBRD

Mike Simard is very wise.

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.

ptuomov

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?

GregBBRD

A pan spacer is not a requirement on any of the current stroke crankshafts.

That being said, I can't see any downside of moving the oil further away, on any stroke crankshaft.

IcemanG17

oil pan spacers are a great idea on every 928 engine!!!!

ptuomov

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.

Vilhuer

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.

damon54

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??

damon54

Is there really a Billet Block in the works?

Attempting to consolidate a list of Products Precision Motorwerks has available for 928 enthusiast.

SeanR

The rest of the engine.