Trick 951's
09-30-2015, 12:52 AM
#515
Rennlist Member
09-30-2015, 01:15 AM
#516
Rennlist Junkie Forever
Totally different tub
This is the car Vision built before ORCA.
Fully flat bottomed, stitch welded, acid dipped, powder coated, dual fuel cell, 944 tub.
But with 997 Cup suspension & Brakes front and rear, motorsport ABS, electric power steering, cockpit adjustable sway bars, modern electronics package, and more....
We literally threw everything we could think of at the car.
And now with an Albins sequential 6 speed on order... mu ha ha
Current engine is a highly modified 725+HP LS7
Wheels are 18"x11 & 18"x13"
TonyG
09-30-2015, 01:21 AM
#517
Rennlist Member
Not the same car.
Totally different tub
This is the car Vision built before ORCA.
Fully flat bottomed, stitch welded, acid dipped, powder coated, dual fuel cell, 944 tub.
But with 997 Cup suspension & Brakes front and rear, motorsport ABS, electric power steering, cockpit adjustable sway bars, modern electronics package, and more....
We literally threw everything we could think of at the car.
And now with an Albins sequential 6 speed on order... mu ha ha
Current engine is a highly modified 720HP LS7
TonyG
Totally different tub
This is the car Vision built before ORCA.
Fully flat bottomed, stitch welded, acid dipped, powder coated, dual fuel cell, 944 tub.
But with 997 Cup suspension & Brakes front and rear, motorsport ABS, electric power steering, cockpit adjustable sway bars, modern electronics package, and more....
We literally threw everything we could think of at the car.
And now with an Albins sequential 6 speed on order... mu ha ha
Current engine is a highly modified 720HP LS7
TonyG
09-30-2015, 02:52 AM
#518
Rennlist Member
Glad to see you took my advice on the Albins. Are you going shifter
or paddles? This will make a huge difference in your times. Even more for a Turbo car.
or paddles? This will make a huge difference in your times. Even more for a Turbo car.
10-02-2015, 05:37 PM
#519
Burning Brakes
TonyG, can you tell us, please, the weight of the nose/bumper cover of the Beast?
And, while using composites for nose/bumper cover, fender, etc., have you considered making the whole front bodywork out of one part like Jaguar XKE or similar? Seems to me, joining fenders, nose, hood, etc. into one tilt-able piece for easy removal, would save some weight. Thoughts?
And, while using composites for nose/bumper cover, fender, etc., have you considered making the whole front bodywork out of one part like Jaguar XKE or similar? Seems to me, joining fenders, nose, hood, etc. into one tilt-able piece for easy removal, would save some weight. Thoughts?
10-05-2015, 01:51 AM
#520
Rennlist Junkie Forever
TonyG, can you tell us, please, the weight of the nose/bumper cover of the Beast?
And, while using composites for nose/bumper cover, fender, etc., have you considered making the whole front bodywork out of one part like Jaguar XKE or similar? Seems to me, joining fenders, nose, hood, etc. into one tilt-able piece for easy removal, would save some weight. Thoughts?
And, while using composites for nose/bumper cover, fender, etc., have you considered making the whole front bodywork out of one part like Jaguar XKE or similar? Seems to me, joining fenders, nose, hood, etc. into one tilt-able piece for easy removal, would save some weight. Thoughts?
We changed the openings in the nose to what you see and we added a 1" flare to the front fenders.
1 piece front ends are no good. Imagine that everytime you want to look at anything under the hood, you need at least two people to take the entire front end off. Now imagine you're at the race track and it's windy, and you're trying to get it off to check something. It's not worth the hassle.
TonyG
10-06-2015, 07:47 PM
#521
Addict
Rennlist Member
Rennlist Member
10-07-2015, 02:07 AM
#523
Rennlist Member
Guess we need to put the 3 most epic Transaxle Porsches on the Planet together!
10-07-2015, 01:34 PM
#524
Basic Sponsor
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Tony was the beast, but this is The Monster
The engine, like the rest of the car, is a serious work of art. Using the original 968 engine with 3 litres in capacity, the PR team then stuffed the bottom end full of forged internals retaining only the standard crankshaft.
The cylinder head was ported and then reversed on the block putting the inlet and exhaust on the opposite side from OEM. “This was mainly for better packaging” said Richard “It moves the hot side up high in the engine bay and away from all the aero ducting.”
We can change the boost, ABS, traction control and many other things on the fly” said Richard “we have over 100 sensors monitoring every minute detail and this should enable us to dial all this in very quickly.”
A big Borg Warner EFR turbo sits up on a PR Tech manifold and a pair of Tial wastegates. PWR have handled the entire cooling system. The power output can be varied from anywhere from 600 to 900hp via controls mounted on the steering wheel.
The engine, like the rest of the car, is a serious work of art. Using the original 968 engine with 3 litres in capacity, the PR team then stuffed the bottom end full of forged internals retaining only the standard crankshaft.
The cylinder head was ported and then reversed on the block putting the inlet and exhaust on the opposite side from OEM. “This was mainly for better packaging” said Richard “It moves the hot side up high in the engine bay and away from all the aero ducting.”
We can change the boost, ABS, traction control and many other things on the fly” said Richard “we have over 100 sensors monitoring every minute detail and this should enable us to dial all this in very quickly.”
