The Fastest 928 of all time, blows an Engine!
04-26-2012, 03:12 PM
#61
Race Director
Good eye, The driver in the video was very calm so looks slow but he was going around 100mph when I passed him I was doing around 115mph. Thats the last time I drove the car at T-Hill.
That video just about broke my heart first time I watched it, still hurts a little but I'm over it, mostly.
I replaced the motor and crashed the car 2 or 3 races later.That was even more devestating but that's racing **** happens.
Mark, I know you know this but I really do feel your pain and once again I'm glad you're OK and your welcome to use any one of my race cars anytime you would like. You might be one of the few people who could actually handle the 600hp supercharged Yellow Monster.
Sean
That video just about broke my heart first time I watched it, still hurts a little but I'm over it, mostly.
I replaced the motor and crashed the car 2 or 3 races later.That was even more devestating but that's racing **** happens.
Mark, I know you know this but I really do feel your pain and once again I'm glad you're OK and your welcome to use any one of my race cars anytime you would like. You might be one of the few people who could actually handle the 600hp supercharged Yellow Monster.
Sean
580whp-630ftlbs.....ya that should motivate decent....
04-26-2012, 03:30 PM
#63
Under the Lift
Lifetime Rennlist
Member
Lifetime Rennlist
Member
I talked to Sean a couple days ago....he finally got the Ex-Hatfield Monster running right.....full power too......like cruising down the "freeway" at 70mph in say 3rd gear (2.20) punch it and get STUPID sideways and almost spin.....
580whp-630ftlbs.....ya that should motivate decent....
580whp-630ftlbs.....ya that should motivate decent....
04-26-2012, 10:18 PM
#65
Under the Lift
Lifetime Rennlist
Member
Lifetime Rennlist
Member
04-26-2012, 10:25 PM
#66
Administrator - "Tyson"
Lifetime Rennlist
Member
Lifetime Rennlist
Member
Mark, you need to get the 928 back on the track. I cannot see you in a spec Miata.
04-27-2012, 12:48 AM
#68
Sorry to hear of this Mark, hope you can get it all sorted out to get it back on the track soon. It just wouldn't be right to think of you kickin rears in anything but a 928!
04-27-2012, 02:38 AM
#69
Drifting
ILL have to come down on some race weekends Sean.
Do you have some dates that you know you will be racing?
I also need to come down to just have a drink and check out your garage.
Brad
Do you have some dates that you know you will be racing?
I also need to come down to just have a drink and check out your garage.
Brad
10-17-2012, 03:07 PM
#70
The Parts Whisperer
Rennlist
Site Sponsor
Rennlist
Site Sponsor
Well I pulled my 928 out of the trailer today and had a chance to take a better look at things. The good news is the big end of the rod is still intact and on the crank. The top of the rod has broken off and I actually found this part stuck in the rear suspension spring coil. Does this imply that it was not a lubrication issue?
10-17-2012, 03:32 PM
#71
Three Wheelin'
Well I pulled my 928 out of the trailer today and had a chance to take a better look at things. The good news is the big end of the rod is still intact and on the crank. The top of the rod has broken off and I actually found this part stuck in the rear suspension spring coil. Does this imply that it was not a lubrication issue?
Back when I had a VW GTI with a 1.8T engine, a guy in Texas was making 460+ whp with a giant turbo, NOS and a stock bottom end. He owned a shop I believe and was testing the bottom end strength. When the motor finally let go, the failure was nearly identical to yours.
What he determined (his opinion but it makes sense to me) was that due to the boost and NOx, the engine developed too much torque at too low an RPM. If I remember correctly, he believed moving the power band higher in the rev range would have potentially prevented this.
I think of it like riding a fixed gear bicycle. When taking off from a stop, I have to stand up to apply more torque to get moving, requiring more "power" from me. When I'm up to speed, and try to apply the same amount of "torque" as above, I don't feel like I'm going to snap the arm off the crank, like I did when I applied the same amount of "power" while the crank was moving much slower.
The moral of the story these VW 1.8T engines do not suffer from conn. rod oiling issues, or any oiling issues that I'm aware of. The failure was believed to be caused by torque vs. crank rotation speed.
10-17-2012, 04:14 PM
#72
Rennlist Member
Obviously it was tramatized as a child and believes that it is a 911 in a 928 body, and is doing everything possible to make itself a rear engined sports car.
10-17-2012, 04:57 PM
#73
Racer
i havent had a 928 engine let go in my old gts racer since 2007 touch wood! but genikz, i just had a 993 gt2 motor do the same thing in my cayman racer. that had monster torque low down, as well as big hp high up,(abot 650 at silverstone when the rod broke at the little end of the rod) maybe you have a point about your friends vw engine failure torque v crank rotation speed!
10-17-2012, 05:08 PM
#74
Nordschleife Master
Analysis of failures is a good thing. It's gotten us, as 928 owners and racers, a long way. I'm interested in this info for my own, upcoming race car build. I've blown up my DE car enough, I want to blow up a race car. A person needs goals with actionable plans.
Sage obviousness: Race car engines are consumables like tires and brake pads. If you're driving it to do well, to win, then it's being used at the edge of or past its design goals. Add in time and it's going to fail, and fail spectacularly.
"Best wishes, Mark?" Nope. No need for those. It'll happen. No good fortune needed at all.
Sage obviousness: Race car engines are consumables like tires and brake pads. If you're driving it to do well, to win, then it's being used at the edge of or past its design goals. Add in time and it's going to fail, and fail spectacularly.
"Best wishes, Mark?" Nope. No need for those. It'll happen. No good fortune needed at all.
10-17-2012, 05:25 PM
#75
Three Wheelin'
Are there signs of seizing in the small end, big end or piston?
All the engine 'blowup' failures I've ever had seemed to be related to pistons and leaning/detonation and usually in cylinders with feed issues like the corner cylinders in a carbed motor.
Maybe this is just what happens with engines from pro level drivers that have seen many racing hours? I wouldn't know ;-)
All the engine 'blowup' failures I've ever had seemed to be related to pistons and leaning/detonation and usually in cylinders with feed issues like the corner cylinders in a carbed motor.
Maybe this is just what happens with engines from pro level drivers that have seen many racing hours? I wouldn't know ;-)