Raced an ‘03-04 Yamaha YZF-R1 Super Bike…
#136
Drifting
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BC Davis,
I like your attitude. We think along the same lines. If you ever wish to see my meager setup let me know. I'm only 2 1/2 beaches away.
Since you are a max power kind of guy I don't think you would appreciate the system that Huntley previously said he was coming up with. With the Magnuson/Eaton MP112 that he said he was using and showed in the pictures there will be no more than about 600HP. No addition of electronics, fuel mods, larger throttle body, intercooling or anything else could get it over that approximate mark. The blower simply won't move any more than about 900cfm and that would be at slightly beyond it's max intermitnet rpms.
Unless he plans on intercooling then there will probably be no more than around 450 crank HP(5-6 psi). Add $2000 to the $6-7K price tag as he made no mention of intercooling when he gave that price.
He might be able go with a Whipple 2.3 and an intercooler and get up over 700 crank hp. (I just saw something showing the 2.3 whipple making 742crank hp) Add $1000 for using the Whipple instead of the MP112. Now the price is up to $10,000 to break the 600hp mark. Tim is already there for $8k.
This is not to say that it won't be a high quality, well made, reliable and maybe even smog legal system. I think it will be. Max power is just not the suit of the Roots. It can however probably claim higher reliability, more lowend boost, cleaner install and oem durability.
But the Whipple... if the 2.3liter and make 742 hp think of what the 3.3 liter can do.
As far as the 944 SC kits go, I remember a post on the 944 board a while back where there was a search to find someone with the Huntley kit installed. No one was found. That was a while back though.
Andy K
I like your attitude. We think along the same lines. If you ever wish to see my meager setup let me know. I'm only 2 1/2 beaches away.
Since you are a max power kind of guy I don't think you would appreciate the system that Huntley previously said he was coming up with. With the Magnuson/Eaton MP112 that he said he was using and showed in the pictures there will be no more than about 600HP. No addition of electronics, fuel mods, larger throttle body, intercooling or anything else could get it over that approximate mark. The blower simply won't move any more than about 900cfm and that would be at slightly beyond it's max intermitnet rpms.
Unless he plans on intercooling then there will probably be no more than around 450 crank HP(5-6 psi). Add $2000 to the $6-7K price tag as he made no mention of intercooling when he gave that price.
He might be able go with a Whipple 2.3 and an intercooler and get up over 700 crank hp. (I just saw something showing the 2.3 whipple making 742crank hp) Add $1000 for using the Whipple instead of the MP112. Now the price is up to $10,000 to break the 600hp mark. Tim is already there for $8k.
This is not to say that it won't be a high quality, well made, reliable and maybe even smog legal system. I think it will be. Max power is just not the suit of the Roots. It can however probably claim higher reliability, more lowend boost, cleaner install and oem durability.
But the Whipple... if the 2.3liter and make 742 hp think of what the 3.3 liter can do.
As far as the 944 SC kits go, I remember a post on the 944 board a while back where there was a search to find someone with the Huntley kit installed. No one was found. That was a while back though.
Andy K
#137
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Maybe we should all meet in public someday, boy wouldn't that be interesting?
Glad to hear the Boostard was coined from Boosted and Bastard.
I'll sign off this looooong thread for good now (Jeez, over 3000 reads?). My charge air cooler .dwg disk and D size are in the hands of Bell Intercoolers now. Should have the new unit (I call it the Elephant Intercooler because it has what looks like a Elephant's trunk) in a few weeks. Talk to Gerhard there if you want assistance....very smart man who is willing to give his time on the phone freely. Why did I change these things you say?
Pistons were done for reliability...Marc and others could lend more info here
Manifolds cermet coated for durability and to allow more heat to the turbos
Intercooler changed to allow for greater air- flow and elimination of AFM as well as efficiency increase with a better base core design (major turbulator change)
MAF/Split Sec conversion for more fuel curve resolution and greatly enhanced throttle response as well as elimination of what I called my biggest band-aid, the Microfueler.
I've simply upgraded and modernized the car to the year 2003 with the technology that is available today.
Dyno has been scheculed for early October for well over a month now.
Glad to hear the Boostard was coined from Boosted and Bastard.
I'll sign off this looooong thread for good now (Jeez, over 3000 reads?). My charge air cooler .dwg disk and D size are in the hands of Bell Intercoolers now. Should have the new unit (I call it the Elephant Intercooler because it has what looks like a Elephant's trunk) in a few weeks. Talk to Gerhard there if you want assistance....very smart man who is willing to give his time on the phone freely. Why did I change these things you say?
Pistons were done for reliability...Marc and others could lend more info here
Manifolds cermet coated for durability and to allow more heat to the turbos
Intercooler changed to allow for greater air- flow and elimination of AFM as well as efficiency increase with a better base core design (major turbulator change)
MAF/Split Sec conversion for more fuel curve resolution and greatly enhanced throttle response as well as elimination of what I called my biggest band-aid, the Microfueler.
I've simply upgraded and modernized the car to the year 2003 with the technology that is available today.
Dyno has been scheculed for early October for well over a month now.
#138
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Originally posted by John..I still don't see what was "wrong" with Callaway's setup as compared to what is being done here today?
Originally posted by John..Looks to me like Reeves "Did it right", or at least as right as what is being done today.
Originally posted by John..Callaway used a sintered metal disc setup in my car when it was converted. It was a piece of ****.
Originally posted by John..Eliminating the Callaway Microfueler was a 5 year long goal that I have finally realized. I never liked that thing!
Originally posted by John..Callaway used a sinter disk setup in my car....they sent the disks out to be resurfaced. Biggest POS clutch I have ever owned.
Originally posted by John..Fuel system was boogered....
Originally posted by John..My fuel curve was **** for 20+ years and it is time to upgrade!
Originally posted by John..Having an airflow meter on the pressurized side of a turbocharger intake system is just plain bad news.
Originally posted by John..I know for a fact the AFM in my setup is dead wrong.
Originally posted by John..I have determined my intake system has a 4 to 5 psig drop from the compressor housings to the manifold. I'm in the process of working a better intercooler for the setup to remidy this issue.
Originally posted by John.. in another threadActually, I pop-riveted in some sheet metal on the inside of the fenders to act as a heat shield for the turbos. They had cooked some of the paint and the hose back to the PS can.
Originally posted by Lagavulin
One more thing. We are all waiting on the documentation regarding 928 bottom ends.
One more thing. We are all waiting on the documentation regarding 928 bottom ends.
Originally posted by John.. in another thread
Tim's engine is very agressive, especially since it is on 10:1 compression running over 10 psi on boost. It is amazing, and a indicator of how strong these bottom ends really are.
Tim's engine is very agressive, especially since it is on 10:1 compression running over 10 psi on boost. It is amazing, and a indicator of how strong these bottom ends really are.
Originally posted by John.. in this thread
I'd also mention that the bottom end on the 928 isn't as robust as you might think.
I'd also mention that the bottom end on the 928 isn't as robust as you might think.
Originally posted by John..
I can stand here with an admittedely big mouth, because I do have a thorough understanding of both systems and what is required to make them work.
I can stand here with an admittedely big mouth, because I do have a thorough understanding of both systems and what is required to make them work.
Originally posted by John.. in another thread
I like the way the older 16 valve intake looks and mine flows lots of air....I think?
I like the way the older 16 valve intake looks and mine flows lots of air....I think?
#139
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Originally posted by John..
Maybe this Lag-Algebra merits study?
Maybe this Lag-Algebra merits study?
Originally posted by John..
I'd suggest picking up the book "Maximum Boost"....it is very informative, to the point with no BS.[/B]
I'd suggest picking up the book "Maximum Boost"....it is very informative, to the point with no BS.[/B]
Last edited by Z; 09-10-2003 at 03:31 AM.
#140
Three Wheelin'
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Whew, got some catching up to do!
A bunch of crap? All one has to do is look at the respective dyno sheets. And as for your last comment which is typical for your style, it only makes you appear as a spiteful, angry, little man.
I guess your use of ‘some’ is the key word here, and ‘very little’ can be substituted for far greater accuracy.
Again, my favorite. Unfortunately, you do have a big mouth which offers no real value.
However, you have demonstrated a complete lack of knowledge regarding forced induction. I spoon-fed you your horsepower numbers using nothing but factory horsepower rating and pressure ratio, and you couldn’t even figure that out, and then even berated me; so be it.
That’s funny too; are you hoping for some brownie points here?
You have proven to be one of the biggest contributors on the list, so you can thank yourself.
Nice move? Show me what is wrong with the numbers.
Let me spoon-feed you again with a hint: NOTHING.
I do understand that your obsessive-compulsive chest-beating requires you to make unsubstantiated claims as my all-time-favorite listed above, but there’s no disputing those numbers. That is the beauty of mathematics, and there's no getting around it, no matter how much ranting otherwise.
I was stumped at first as to what you’re ranting about now, but I assume it’s my comment on your exhaust manifolds. I am truly sorry if I hurt your feelings; I was simply being objective. If you can see that, then you can also note that what I said is correct.
Wow, I couldn’t believe you’d go that far and make that kind of comment for all to see! Again, you come off sounding as a spiteful, angry, little man. I do know you’re already back-pedaling on the statement, but we all know what you originally meant.
I suggest to go and take a look in the mirror and tell me how you feel.
Z already touched on this one, but I suggest to break out the parka and mittens. I know you have Corky’s book, but evidently you appear to be one of those people who buy a book and put it on the coffee table to make it appear that you’re reading it. However, the charade is up when the first question is asked about it, such as the case here.
If there’s anyone who can properly fabricate the plumbing for a 928 turbo setup, it’s Tom, no doubt! As for ‘it will be ugly’, sounds great!
By the way, how much boost would be required to make 1000 hp? I know that's an easy question, but I figured I'd toss it out there and see if it floats.
Please back up your statement.
Oh man, I agree! We have talked about this amongst ourselves many times and realize we have a long way to go. There is no doubt those guys are the trail-blazers!
Yikes! As always, thanks for the roots knowledge transfer.
We were at SITM, and will be at The Frenzy.
Thanks for showing up! It's always great getting to know someone, for better or worse.
By John:
As for Marc being "left in the dust", well that is a bunch of crap. Until the rest of these guys strap it on and prove their stuff they should keep their word holes shut.
As for Marc being "left in the dust", well that is a bunch of crap. Until the rest of these guys strap it on and prove their stuff they should keep their word holes shut.
By John:
I've spent the last 10 years working on mine, and from the level of preperation, design and fabrication I have done does grant me some knowledge on the subject at hand.
I've spent the last 10 years working on mine, and from the level of preperation, design and fabrication I have done does grant me some knowledge on the subject at hand.
By John:
I can stand here with an admittedely big mouth, because I do have a thorough understanding of both systems and what is required to make them work.
I can stand here with an admittedely big mouth, because I do have a thorough understanding of both systems and what is required to make them work.
However, you have demonstrated a complete lack of knowledge regarding forced induction. I spoon-fed you your horsepower numbers using nothing but factory horsepower rating and pressure ratio, and you couldn’t even figure that out, and then even berated me; so be it.
By John:
You guys have all the nerve going after Marc Thomas.
You guys have all the nerve going after Marc Thomas.
By John:
…as does all of the BS flying around on Rennlist. Maybe they should call it ****list?
…as does all of the BS flying around on Rennlist. Maybe they should call it ****list?
By John:
…nice move Lag, you stepped into that one stating the power was the same as that of a NA S4.
…nice move Lag, you stepped into that one stating the power was the same as that of a NA S4.
Let me spoon-feed you again with a hint: NOTHING.
I do understand that your obsessive-compulsive chest-beating requires you to make unsubstantiated claims as my all-time-favorite listed above, but there’s no disputing those numbers. That is the beauty of mathematics, and there's no getting around it, no matter how much ranting otherwise.
By John:
Lag, you need to stop talking your trash about other's setups as well.
Lag, you need to stop talking your trash about other's setups as well.
By John:
Now, lets start counting the days until somebody grenades one of these engines and when that happens who will have the strength to post it in bold print on Rennlist?
Now, lets start counting the days until somebody grenades one of these engines and when that happens who will have the strength to post it in bold print on Rennlist?
By John:
By the way guys, no hard feelings, but I hate it when people start talking trash without facts.
By the way guys, no hard feelings, but I hate it when people start talking trash without facts.
By John:
it would be a cold day in hell before the setup only delivered 317 off the crank. You guys know it and so do I. Maybe this Lag-Algebra merits study?
it would be a cold day in hell before the setup only delivered 317 off the crank. You guys know it and so do I. Maybe this Lag-Algebra merits study?
By Marc:
I gave up my project for a 1000 bhp twin turbo engine to Tom Cloutier..he is gaining knowledge about the project. The block, ords and pistons and head are all sold....watch out, someone is comin knocking on your doors, and it will be ugly....in a good way!
I gave up my project for a 1000 bhp twin turbo engine to Tom Cloutier..he is gaining knowledge about the project. The block, ords and pistons and head are all sold....watch out, someone is comin knocking on your doors, and it will be ugly....in a good way!
By the way, how much boost would be required to make 1000 hp? I know that's an easy question, but I figured I'd toss it out there and see if it floats.
By Marc:
And, there is no debating Johns statement that a turbo engine will make more power for a given boost level than a supercharged engine and be running at a lower stress level at the same boost level.
And, there is no debating Johns statement that a turbo engine will make more power for a given boost level than a supercharged engine and be running at a lower stress level at the same boost level.
By Marc:
Dont go thinking that you are the only folks who have "the knowldge" of boost. The supra and audi folks were there long before you...and for boosting porsches...
Dont go thinking that you are the only folks who have "the knowldge" of boost. The supra and audi folks were there long before you...and for boosting porsches...
By Andy K:
But the Whipple... if the 2.3liter and make 742 hp think of what the 3.3 liter can do.
But the Whipple... if the 2.3liter and make 742 hp think of what the 3.3 liter can do.
By John:
Maybe we should all meet in public someday, boy wouldn't that be interesting?
Maybe we should all meet in public someday, boy wouldn't that be interesting?
By John:
I'll sign off this looooong thread for good now...
I'll sign off this looooong thread for good now...
#141
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I hear Dr Phil is making an apearance at the Frenzy this year? Is this true JE?
See the number of hits this thread is at? gotta be a record?
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See the number of hits this thread is at? gotta be a record?
#142
Three Wheelin'
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Yes, I have admitted my clutch was a POS, because it was. Wasn't made by Callaway, probably a centerforce unit or the like that they had resurfaced and installed in the car.
And as for the fuel system, that too had some undesirable features. Car always ran very well (better on cold days), but was on the rich side most of the time. Again, short of rising rate FPR and/ or Microfueler type devices, what else was around in 1983?
Go ahead and dig through the rest of my posts and you'll also see where I state how nice the hand fabricated exhaust work is as well as is just the ability to even fit such a system on the car in the first place. Phew, you guys must have a lot of time on your hands to dig through posts that are months old.
RE airflow meter...I have already addressed this issue and informed you guys why it was there....simply no room elsewhere, nor was there anything with which to replace it in 1983. Yes, it is technically "wrong", but the fact still remains it supported the fueling (don't say enrichment, because that is wrong) requirements reliably for quite some time. Would it not have been "technically wrong" to cut a hole in the hood to allow it to be on the draw through side? That is what it would have taken to place it there.
You've hit the nail on the head regarding the intercooler. But as we all know, intercooler technology has also come full circle in the last 20 years and is now much more understood. 2 psig drop is acceptable, and the charge air cooler they provided was large enough to support the power the car made. A less restrictive unit will allow faster spool and less pressure drop. The pressure drop I measured was after turning the dial.
Since you guys are so good at algebra, why don't you tell us all how much horsepower that centrifugal blower really requires on full tilt at 9 lbs of boost. I would think with Lag's math skills that should be easy. Jeez, I mean he has a numerical answer for the rest of the topics being discussed on here. Lag, you sound intelligent enough, so figure it out.
Also Lag, how exactly is it that you can hang a 5 second run dyno sheet out there and make a claim to have the worlds fastest 928? I'd say that measurement is best reserved for a radar gun. I'd like to see any of you guys put your helmets on and go out and run in such an event and be competitive. There is whole lot more to it than horsepower and ego. Pete, you claim comparing road test to road test is innaccurate....well so is HP to HP on two different dynos at two different locations. Head to head would be the only "accurate" way.
You know, this is really becoming a no win situation for all of us. Yes, there were shortcomings with my setup as I have admitted and without guilt. Is everything on Tim's and the other blown cars up to Porsche's standards? I highly doubt it. Is it impressive, most certainly. Sorry you guys can't also see the impressive side of a twin turbo setup on a 928, oh I forgot it has to be done by somone other than Callaway, then you respect it.
Show me one, just one Porsche endurance racing car with a centrifugal blower.
Z, true the manifolds are more restrictive.....by design, but what you are failing to take into consideration is the entire exhaust system, without cats, air pump and with high flow muffler. We'll never know how restrictive the manifolds are, because they can't be used without the turbos, so any number for that is speculation. Yes, Pete we know, so is a horsepower speculation....I'll save you the effort of having to state that again.
Let's see, wasn't Lag already asking for a stronger clutch? And how about those blown head gaskets we have heard about? None of that ever showed up on my shark. So let's agree to disagree and state that both setups have their pitfalls, but neither is all wrong.
Everything I have changed on my setup was completely my chioce, not because something broke.
Nope, not trying to win brownie points with Marc. I respect him and his work as it is all well documented. In addition, he is most always willing to discuss options for enhancing my car and/or just to shoot the breeze.
As for the angry little man comment, well make the statements you wish and I will consider the source. Why make this personal Lag? Not only do I not care if you are angry or not, I don't give a rip about your size.
Oh and before I almost forget, none of you have big mouths, specifically not Pete or Brenden.
And as for the fuel system, that too had some undesirable features. Car always ran very well (better on cold days), but was on the rich side most of the time. Again, short of rising rate FPR and/ or Microfueler type devices, what else was around in 1983?
Go ahead and dig through the rest of my posts and you'll also see where I state how nice the hand fabricated exhaust work is as well as is just the ability to even fit such a system on the car in the first place. Phew, you guys must have a lot of time on your hands to dig through posts that are months old.
RE airflow meter...I have already addressed this issue and informed you guys why it was there....simply no room elsewhere, nor was there anything with which to replace it in 1983. Yes, it is technically "wrong", but the fact still remains it supported the fueling (don't say enrichment, because that is wrong) requirements reliably for quite some time. Would it not have been "technically wrong" to cut a hole in the hood to allow it to be on the draw through side? That is what it would have taken to place it there.
You've hit the nail on the head regarding the intercooler. But as we all know, intercooler technology has also come full circle in the last 20 years and is now much more understood. 2 psig drop is acceptable, and the charge air cooler they provided was large enough to support the power the car made. A less restrictive unit will allow faster spool and less pressure drop. The pressure drop I measured was after turning the dial.
Since you guys are so good at algebra, why don't you tell us all how much horsepower that centrifugal blower really requires on full tilt at 9 lbs of boost. I would think with Lag's math skills that should be easy. Jeez, I mean he has a numerical answer for the rest of the topics being discussed on here. Lag, you sound intelligent enough, so figure it out.
Also Lag, how exactly is it that you can hang a 5 second run dyno sheet out there and make a claim to have the worlds fastest 928? I'd say that measurement is best reserved for a radar gun. I'd like to see any of you guys put your helmets on and go out and run in such an event and be competitive. There is whole lot more to it than horsepower and ego. Pete, you claim comparing road test to road test is innaccurate....well so is HP to HP on two different dynos at two different locations. Head to head would be the only "accurate" way.
You know, this is really becoming a no win situation for all of us. Yes, there were shortcomings with my setup as I have admitted and without guilt. Is everything on Tim's and the other blown cars up to Porsche's standards? I highly doubt it. Is it impressive, most certainly. Sorry you guys can't also see the impressive side of a twin turbo setup on a 928, oh I forgot it has to be done by somone other than Callaway, then you respect it.
Show me one, just one Porsche endurance racing car with a centrifugal blower.
Z, true the manifolds are more restrictive.....by design, but what you are failing to take into consideration is the entire exhaust system, without cats, air pump and with high flow muffler. We'll never know how restrictive the manifolds are, because they can't be used without the turbos, so any number for that is speculation. Yes, Pete we know, so is a horsepower speculation....I'll save you the effort of having to state that again.
Let's see, wasn't Lag already asking for a stronger clutch? And how about those blown head gaskets we have heard about? None of that ever showed up on my shark. So let's agree to disagree and state that both setups have their pitfalls, but neither is all wrong.
Everything I have changed on my setup was completely my chioce, not because something broke.
Nope, not trying to win brownie points with Marc. I respect him and his work as it is all well documented. In addition, he is most always willing to discuss options for enhancing my car and/or just to shoot the breeze.
As for the angry little man comment, well make the statements you wish and I will consider the source. Why make this personal Lag? Not only do I not care if you are angry or not, I don't give a rip about your size.
Oh and before I almost forget, none of you have big mouths, specifically not Pete or Brenden.
#143
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Originally posted by Tony
I hear Dr Phil is making an apearance at the Frenzy this year?
I hear Dr Phil is making an apearance at the Frenzy this year?
#144
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Originally posted by John..
As for the angry little man comment, well make the statements you wish and I will consider the source. Why make this personal Lag? Not only do I not care if you are angry or not, I don't give a rip about your size.
Oh and before I almost forget, none of you have big mouths, specifically not Pete or Brenden.
As for the angry little man comment, well make the statements you wish and I will consider the source. Why make this personal Lag? Not only do I not care if you are angry or not, I don't give a rip about your size.
Oh and before I almost forget, none of you have big mouths, specifically not Pete or Brenden.
....You unfortunatley already made it personal quite a few posts back John.
#145
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Originally posted by John..
Show me one, just one Porsche endurance racing car with a centrifugal blower.
Show me one, just one Porsche endurance racing car with a centrifugal blower.
Sure some supercharged 928 are seeing track time, none professionally that I know of. My 928 hopefully will be ready next year for some track events with a blower, Strictly DE events. If we were interested in "endurance racing" do you think we would have left in the full interiors, A/C, stereo's etc......
Tim simply wanted to find a way to build a reliable 928 with more power, on some type of budget. Its that simple. What part of this is so hard to understand? Twin turbo's are just plain impractical for what Tim is doing. Hell, even a single turbo would be a nightmare compared to the kit Tim is assembling.
I think what you are doing with your car is great. I wish you the best of luck with your project. Trying to pick up the pieces where Mr.Callaway stopped was a tough project to take on.
#146
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When you start a pissing match, it will end up with one person with the most horsepower.
These cars are not that different aerodynamicly, so I think that in the realm of top speed,
and dragstrip numbers, it will pan out that whomever has the most power, will be able
to stand as king of the hill.
If you enter into a pissing match, you have to be able to back it up with numbers,
on the dyno, on the racetrack, and on the radar gun...
But I think what John, and Marc are saying, is that their setups are designed to be reliable, efficient, and long-lasting, not the most power.
Hell, I can probably get huge nitrous jets and just push gas into the engine on the dyno until it blows, and come up with the maximum horsepower numbers the bottom end can take...
Does that prove anything?
I had the most power for 2 minutes?
Then it blew up?
So if you are not entering into a horsepower war, it is better just to cheer on those who are working towards the maximum power. They will reveal the weak points. And then their kits can be detuned for reliability...
Anyone who criticizes their work, had better have a 1000hp engine in the works, so they can back up their claims...
Otherwise just be nice, and support their efforts...
I see any failures of these engines to be valuable information.
Like I said, when someone is successfully running a 1000 HP 928, then that kit is pretty good.
All it needs is to detune the boost amount, and it should be pretty reliable for a daily driver...
These cars are not that different aerodynamicly, so I think that in the realm of top speed,
and dragstrip numbers, it will pan out that whomever has the most power, will be able
to stand as king of the hill.
If you enter into a pissing match, you have to be able to back it up with numbers,
on the dyno, on the racetrack, and on the radar gun...
But I think what John, and Marc are saying, is that their setups are designed to be reliable, efficient, and long-lasting, not the most power.
Hell, I can probably get huge nitrous jets and just push gas into the engine on the dyno until it blows, and come up with the maximum horsepower numbers the bottom end can take...
Does that prove anything?
I had the most power for 2 minutes?
Then it blew up?
So if you are not entering into a horsepower war, it is better just to cheer on those who are working towards the maximum power. They will reveal the weak points. And then their kits can be detuned for reliability...
Anyone who criticizes their work, had better have a 1000hp engine in the works, so they can back up their claims...
Otherwise just be nice, and support their efforts...
I see any failures of these engines to be valuable information.
Like I said, when someone is successfully running a 1000 HP 928, then that kit is pretty good.
All it needs is to detune the boost amount, and it should be pretty reliable for a daily driver...
#148
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John..
Phew, you guys must have a lot of time on your hands to dig through posts that are months old.
Phew, you guys must have a lot of time on your hands to dig through posts that are months old.
John..
Since you guys are so good at algebra, why don't you tell us all how much horsepower that centrifugal blower really requires on full tilt at 9 lbs of boost. I would think with Lag's math skills that should be easy. Jeez, I mean he has a numerical answer for the rest of the topics being discussed on here. Lag, you sound intelligent enough, so figure it out.
Since you guys are so good at algebra, why don't you tell us all how much horsepower that centrifugal blower really requires on full tilt at 9 lbs of boost. I would think with Lag's math skills that should be easy. Jeez, I mean he has a numerical answer for the rest of the topics being discussed on here. Lag, you sound intelligent enough, so figure it out.
John..
Let's see, wasn't Lag already asking for a stronger clutch? And how about those blown head gaskets we have heard about? None of that ever showed up on my shark.
Let's see, wasn't Lag already asking for a stronger clutch? And how about those blown head gaskets we have heard about? None of that ever showed up on my shark.
John..
Pete, you claim comparing road test to road test is innaccurate....well so is HP to HP on two different dynos at two different locations.
Pete, you claim comparing road test to road test is innaccurate....well so is HP to HP on two different dynos at two different locations.
Two different year cars. Different aerodynamics of the cars. Different weights of the cars. Different drivers. Different weather conditions. Different altitudes. Different roads or tracks. Different transmissions and gearing. Different differential gearing. Different driver ability. Different wind conditions. Possibly different road grades.
The dyno tests I'm talking about:
The same weight drums being spun.
The same corrected to SAE climate conditions are used.
Aerodynanics are factored out because the cars aren't moving.
Wind and road grade aren't an issue.
The altitude is corrected for.
Driver ability isn't an issue.
If these dyno numbers are so meaningless, why did Marc bother to post his, put them on the Devek web page, and also in their catalog? Why does NASCAR use them? Why do professional race teams use them? Why have you scheduled dyno time if it's so inaccurate? I think your saying that dynos are significantly inaccurate, especially compared to road tests, just further shows that you really don't have much of an understanding of a lot of things. You did mention you were an engineer. Is it a big train that you drive, or one of those little ones like at the fair? I always did like those striped hats you guys wear.
Hacker-Pschorr
John, this is the one point you have failed to understand. We are NOT building track cars.
John, this is the one point you have failed to understand. We are NOT building track cars.
Tony
I hear Dr Phil is making an apearance at the Frenzy this year?
I hear Dr Phil is making an apearance at the Frenzy this year?
John..
I'll just keep to my Bastardized fame as it may be
I'll just keep to my Bastardized fame as it may be
#149
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Pete S.
For kicks, why don't you check out U.S. Patent 6,446,416. It was filed September 10, 2002, while the invention was put into high speed production some 2 years earlier. Just do a patent search on the U.S. Patent website. Sorry, I don't have the web address. Other unique inventions are sure to follow, but will likely have to be paid for out of my own pocket. Still, others already exist but are not patent protected.
Hey, you asked what type of Engineer. You should be able to figure it out based on the above.
I have never driven a train, but I'm sure Train Engineers everywhere would appreciate your mature comments. I do own a 1956 Lionel complete with the heated pellet stack and electric whistle. It also has the cool coal loader and luggage pickup unit which are considered rare accessories today.
I'm anxiously awaiting what comeback you will come up with next, especially since this topic now has nothing to do with 928s, Porsches or automobiles at all.
So sorry for the rest of you watching this post. Honestly, I really have nothing more to add.
For kicks, why don't you check out U.S. Patent 6,446,416. It was filed September 10, 2002, while the invention was put into high speed production some 2 years earlier. Just do a patent search on the U.S. Patent website. Sorry, I don't have the web address. Other unique inventions are sure to follow, but will likely have to be paid for out of my own pocket. Still, others already exist but are not patent protected.
Hey, you asked what type of Engineer. You should be able to figure it out based on the above.
I have never driven a train, but I'm sure Train Engineers everywhere would appreciate your mature comments. I do own a 1956 Lionel complete with the heated pellet stack and electric whistle. It also has the cool coal loader and luggage pickup unit which are considered rare accessories today.
I'm anxiously awaiting what comeback you will come up with next, especially since this topic now has nothing to do with 928s, Porsches or automobiles at all.
So sorry for the rest of you watching this post. Honestly, I really have nothing more to add.