I just noted that 4.165" is 105.79mm
A bore of 105.7mm allied with the 88mm broke would give you 3088cc.

 

Apologies my mistake - I re-read that you did NOT use the 94mm crank.
With the dry sump I'd expect that power figure to creep over 600 - truly remarkable for an 8 valve at 1.35 BAR.

 

You could not ask for a more beautiful " Sleeper " and the attention to detail and the care you have bestowed on the car is quite evident -- a love affair well documented.

 

Great to still find out about new (to us) premium builds.
Those power figures read about right. Our 3.1 made just over 550 to the wheels with similar turbo, dry sump at 24 psi. So is Jon still working?

 

I invested about a year looking for an 944 engine builder and narrowed it to two. Jerry Woods, former IMSA mechanic of the year and I believe an IMSA class win at Le Mans. Jerry actually installed a 962 motor in a 911 type Porsche. Jon, being friends with Jerry, road in it and told me, "It didn't pull that well." Jerry had a 944t dyno pull on his business and said I'd get 370hp. Jon, said "More than 420hp." I went with Jon, not just for the HP but at this time the east coast was the Mecca for 944's and Jon had built far more 944 motors. The motor dyno'd at 434HP. Then Jon told me, you need to keep GTPlus in your garage and something about dead cat. I was initially worried about keeping drums of fuel in garage. Jon said, It's safer in a drum than it is in your gas tank. I had read the MoTeC manual on the M4pro, but just to learn, as it was Jon's Motor. I used to email him pulls, using a laptop and a floppy disc. The motor ran lean and Jon used to send me updates to download to the MoTeC, time after time, but still lean. The motor was installed by a local German car specialist, which Jon spoke with daily. Jon Jon the flew out and after a 4am flight, went straight to the car and found that the installer used a 3/8" elbow for the fuel, instead of the 1/2" Jon called out. The motor lasted a few thousand more miles and dropped a valve when I was driving up the Altamont pass. I've kept 4 drums of GTPlus in my garage for 30 years. It was even noted by the insurance man who had to walk the house before insuring it. "4x55GA drums of racing fuel in the garage." They insured me. That is when I went to a 3088cc motor.

When my current 3L was being built, Jon told me, "You know I'm retired.." I was thinking, "No, you're too good to retire." It has on the invoice that Jon did coat the main and rod bearings, but I do not know with what. The head studs are, I believe, 240Ksi-944 2.7 Length. He told me once, "I don't understand why some engine builders try all these different ways to make HP, when all they have to do, is seal the head better and add more boost." Not only did Jon perform a lot of work on the intake and exhaust ports on the head, and the vales are 49.25mm and 42mm.

Jon was an IT guy and race driver. He actually had his own IT company that he sold. He worked at Apple, when the president was Sculley was president. Apple was trying to develop something that a PC could use to print wirelessly across the room and Jon was on the project when Sculley asked for a demo. When one person hit a button on on the PC, another hit the print button, which was wired to the printer. Scully was amazed at the success. Jon used a heat exchanger for oil and water, and the massive radiator kept temps always in line. I do not know if extra cooling was done for the transmission, which was used by Audi in their Trans Am cars, but I still try to shift better every time I shift. I'm not aware of extra cooling for transmission. I just simply do not know. This is a street car, so I kind of doubt that extra cooling was used.

The suspension, yellow Koni shocks and brakes were upgraded, but not enough for the power. The car used to point its nose up during acceleration. Jon didn't like that so he figured out what was best to use to prevent this. Better for handling, but more tire spin.

My work is 6 days a week, all holidays and long hours, but I chose retail and it comes with the territory, so less chance to practice. Willow Springs isn't far from here and while the layout is an incredibly fast for a road car, it you loose it, your in the dessert hitting rock. I think the track record went from a F1 car to Michael Andretti, maybe over 140mph average. A 919 would probably average north of 160mph, but the it's too unsafe and rough in many areas, as well as zero protection. when watching bikes race they had 2 ambulances on site and a helo on notice. Ambulances were used to regularly.

I sincerely appreciate all of you and your support. I need to rush the MoTeC guy, now.

 

Marvellous, though does it have to run on GTPlus all the time?

 

No, the glove box conceals and accelerometer and a *** for 3 maps and low is for 91 obtain, which is all one can get, except out of the way stations. I've driven it frequently with pump fuel. The tricky part is ensuring that most of the 91 octane is gone, before 104 is used. I'm picky, so I run it down until low fuel light is on, then there's 2 Gallons left, so I drive more, when I feel that there's less than1 gallon I put a gallon on 104, then drive that until it's down to a gallon. Crazy, but next to family and house, cars are where I find unadulterated fun.

 

Credit where it's due, Patrick's 8 valve was also a leading build & shows what the 8 valve is capable of with the a "system" approach to engine building.
Why do you use Sunoco GT Plus (other than it being their highest octane unleaded racing fuel) rather than GTX which it is while slightly lower octane is ethanol free?
It's interesting that you put the map switch in the glove box - I've gone console mounted which might make it more of a theft target.

That Plex display is now being upgraded to a newer model with does DLG (Display / Data Logging / GPS based lap timing & performance measurement e.g. accleration / speed etc): https://www.plex-tuning.com/products...micro-display/

 

Makes sense, how much bhp does it make on 91?

 

The motor was only dyno'd at ~20lbs. Right now the car is at Veracity racing and David understands MoTeC better than anyone I met. He did an initial pull at 1 bar, 452hp at hub. The truth is, whenever I've had pump fuel, I'm not going to push it. It does not have knock sensors, but David is supposed to correct that. There is still more advance to the timing, and one of the most, if not the most, important aspect of a turbo car being dyno'd is intake temp. If one just leaves the intercooler in the car, with no air flow, the hot house heats up the compressor side, which is normal, but the intercooler does nothing to cool down the air. That's why I respected the manner in which Jon Milledge dyno'd these motors. Intercooler goes into a large vat of water with temp at 40c, which represents the intake temp Jon has seen on a 70f day, at the end of a long straight, such as Road America.

 

Sorry, I missed your questions. I used to concours my car, way back. I was in a class called "wash & shine" and "water pumpers." In this class the judges were not supposed to open the glove box, the hood, nor the spare tire area. I kept a small black towel in the area in front of shifter. I had 3 switches in there: fuel pumps, spray bar for intercooler as even though it was controlled by a thermostat, parking lot driving would set it off. I "think" the 3rd was for the accusump, but not certain. I used to have a boost peak hold, fuel pressure and EGT gauges in the glove. EGT went into red all the time, so I paid no attention. Because the turbo was an on / off turbo, I think the momentum of the needle added 2 lbs.

I use SUNOCO GTPLUS as the motor was dyno'd on this fuel. SUNOCO now has a 105 octane unleaded, with a lot more oxygen and tuloene. MS 109 is just a name. VP had a (RON-109+MON-100) ÷ 2 = 104.5, but VP has double the octane of GTPLUS. VP's MS109, now has a RON of 111 and MON is still 100, so 105.5. I think they are almost identical on a dyno. VP is more expensive and more difficult to be delivered to a house, in 55ga drums.

The apples and oranges of dyno numbers can be due to many things. My first 3.1L motor was dyno'd by Jon in MA, and the 40c water. It had a 3.5" steel exhaust and I always thought it too small, or another restriction as there was no difference between medium and high boost, 521hp and 480tq. My newer 3.1L has 4" SS exhaust. The motor was dyno'd with the intercooler sitting on a stand, and a little house fan was sending air in its direction. The newer motor pulls much harder at 1 bar, than the previous motor did on high boost. So, either the 520hp was overrated or the 592hp underrated. The torque wad only 7% less and the hp was 12% less, but the actual difference is much greater. I don't know which one was incorrect.

 

Great car. Picture of rear?

 

Jon M used to work out of MA? Bummer as that is where I am now and it’d be great to have him close to home.

Yes, please post pictures of the trunk area and how the systems are set up there.

 

I did a build many years ago when Josh was just starting out with the Mtune. I completed redid my car from front to back. MO30 Sport plus suspension and other upgrades. We rebuilt the motor from bottom up to handle 21lbs of boost. I have so many upgrades to mention. I have spun the rims off the tires once. I run D90's. The car is painted in Nile Green, I think two that year. This car hits turns like it is going straight and my Son drives it like no other can. I love these cars, so simple yet so much fun.

Enjoy your car and run the heck out of it.