HIGHWAYMAN: Bringing the Devore 928 back from the dead
#857
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It's a great result, and 600 crank horsepower in a 2600 lb 928 is going to be a hell of a lot of fun.
Was stuck on a plane last night, so I graphed the two plots as well, Stock vs. MS 654. That's quite a torque plateau...
Was stuck on a plane last night, so I graphed the two plots as well, Stock vs. MS 654. That's quite a torque plateau...
![](https://webfiles.uci.edu/redwards/public/928%20Motorsports%20intake%20engine%20dyno%20graph%2011-21-17.jpg)
#858
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#861
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Mike Simard’s ITB engine made 640 hp from the rear wheels. Figure out driveline loss and it’s above 700 hp.
There may still be more to be squeezed out from this motor as well. I’m curious what camshafts from 928 MS’s catalog are in there.
Edit: This was already answered: "The cam grind we are using for this motor is our 928MS 32vR3 cames INTAKE .432" / 220 deg EXHAUST .398" / 216 deg LIFT/DURATION"
Is this on an S4 core with the same LSA of 106.5? Or some other LSA?
There may still be more to be squeezed out from this motor as well. I’m curious what camshafts from 928 MS’s catalog are in there.
Edit: This was already answered: "The cam grind we are using for this motor is our 928MS 32vR3 cames INTAKE .432" / 220 deg EXHAUST .398" / 216 deg LIFT/DURATION"
Is this on an S4 core with the same LSA of 106.5? Or some other LSA?
Last edited by ptuomov; 11-22-2017 at 05:51 PM.
#862
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Last dyno I saw of Prof Otts was 600 at the ground with that same set up, 2009 I believe. Still all impressive numbers for all.
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Post edited....
#865
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I think Ott's was about 620 HP at the ground with a nice flat torque curve over 500 but I don't remember exact numbers.
#866
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Thank you.
This is the first real reproduceable manifold that you can just slap on an engine and achieve big power with. Unlike the ITB setup that made a little more, the tuning of this setup is stupid simple and at the risk of repeating myself, one can easily reproduce the product. And it will last forever, no delamination or deterioration like the CF ones out there.
This is the first real reproduceable manifold that you can just slap on an engine and achieve big power with. Unlike the ITB setup that made a little more, the tuning of this setup is stupid simple and at the risk of repeating myself, one can easily reproduce the product. And it will last forever, no delamination or deterioration like the CF ones out there.
I'm very curious why there is no data shown below 4300 rpms.....on any of the dyno results. The beauty of the 928 engine (even stroker engines) is the fantastic "mid range" torque. The fact that you lost torque below 4700 rpms, over even the stock manifold, makes me wonder what your goals were. 99.5% of the people that own 928's spend 99.5% of their time below 5,000 rpms. (Almost no one drives their cars from 5,000 to 6700 rpms....not even on the track....the gear ratios in a 928 are not suited to narrow power bands, like close ratio 911 vehicles.)
Referencing the comments on Andy G's engine....it made over 425 ft lbs from under 3,000 rpms all the way to 7000. It made over 450 ft. lbs from 3700 rpms to 7,000 rpms. It made over 500 ft.lbs from 5300 to 6300. These results are amazingly similar to your results. However, this was/is a street engine that now has over 30,000 miles on it, not a race engine! It might be worth your time to graph your manifold next to Andy's, as a direct comparison of what has been done.....many years ago.
At any rate, regardless of the actual results of your manifold, it is a beautiful "piece of art" and an outstanding effort on both your and Carl's part. In the end, since you don't intend on running this car except for show, the actual results are somewhat moot.
Congratulations!
#867
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#868
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A quick rule of thumb for translating dyno graphs to how fast the car goes: Take the redline rpm (almost all engines should be shifted at or near the redline) and compute the average power in the [2/3 redline rpm, redline rpm] power band. If this engine is shifted at 6600 rpms, then that power band is [4400, 6600]. Next, compute the average power for that interval. I'm eyeballing it to be about 515hp. There aren't a lot 928s out there with 515hp average power in the [2/3,1]*redline rpm power band.
Once you're off the line, what this engine makes below 4000 rpm is almost completely irrelevant to how fast the car will be on track. (For a street car, how the car behaves under 4000 rpm is very relevant to the driving experience. But in my opinion, with torque in the 300-400 lbft down low, it's other things than power and torque that are more important to the driving experience.)
By the way, I guesstimate that by going from 90mm to 105mm throttle body, this engine would pick up about 10hp of peak power and about 5hp of average power. If you guys ever test a bigger throttle body, please report back the results!
Once you're off the line, what this engine makes below 4000 rpm is almost completely irrelevant to how fast the car will be on track. (For a street car, how the car behaves under 4000 rpm is very relevant to the driving experience. But in my opinion, with torque in the 300-400 lbft down low, it's other things than power and torque that are more important to the driving experience.)
By the way, I guesstimate that by going from 90mm to 105mm throttle body, this engine would pick up about 10hp of peak power and about 5hp of average power. If you guys ever test a bigger throttle body, please report back the results!
Last edited by ptuomov; 11-22-2017 at 08:47 PM.
#869
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I think Carl stated many posts ago that the engine dyno he uses doesn't log below 4300 or something like that. In any case the omission was not intentional, at some point we'll get some chassis dyno numbers and we will all be able to tell.
We are picking the fly shyte out of the mustard here, the car is going to be stupid fast, and it is irrelevant how hard or how long it will be compaigned for, or what races it enters, none of that diminishes how fast this car will be.
And awesome.
Did I mention awesome? Unquantifiable, that metric.
We are picking the fly shyte out of the mustard here, the car is going to be stupid fast, and it is irrelevant how hard or how long it will be compaigned for, or what races it enters, none of that diminishes how fast this car will be.
And awesome.
Did I mention awesome? Unquantifiable, that metric.
#870
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I think Carl stated many posts ago that the engine dyno he uses doesn't log below 4300 or something like that. In any case the omission was not intentional, at some point we'll get some chassis dyno numbers and we will all be able to tell.
We are picking the fly shyte out of the mustard here, the car is going to be stupid fast, and it is irrelevant how hard or how long it will be compaigned for, or what races it enters, none of that diminishes how fast this car will be.
And awesome.
Did I mention awesome? Unquantifiable, that metric.
We are picking the fly shyte out of the mustard here, the car is going to be stupid fast, and it is irrelevant how hard or how long it will be compaigned for, or what races it enters, none of that diminishes how fast this car will be.
And awesome.
Did I mention awesome? Unquantifiable, that metric.
To get into the "awesome" category, it has to run in the high teens/very low 20's at Willow. With all of the horsepower beyond what Anderson ever had, lighter weight, and all the trick stuff hung on this car, this should be a walk in the park.
Last edited by GregBBRD; 11-22-2017 at 10:27 PM.