Dyno results for Georges car-529WHP @ 23.4 psi
06-19-2008, 11:46 AM
#31
Burning Brakes
06-19-2008, 12:29 PM
#32
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BTW – small technical note ! – George’s car is using the new Electromotive TecGT. It’s a great product for our cars, a smaller box and wiring harness from the Tec3r (because it doesn’t have all the unneeded drivers to run all the cylinders we don’t have! – the Tec3r will run up to 12 cylinders…)
New user interface too – much nicer looking.
OK, back to the thread…..
New user interface too – much nicer looking.
OK, back to the thread…..
06-19-2008, 01:50 PM
#33
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Looks good. What A R hotside is that? It seems You could use a smaller one espeacialy if you are not going to run as much boost as you did. Either way I am happy to see that it came together.
This also answers some questions about what the limit is I am going to hit with 83lb injectors in my car, and the current turbo I am running which has an almost identical compressor wheel.
Good job guys.
This also answers some questions about what the limit is I am going to hit with 83lb injectors in my car, and the current turbo I am running which has an almost identical compressor wheel.
Good job guys.
06-19-2008, 01:59 PM
#34
Drifting
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BTW – small technical note ! – George’s car is using the new Electromotive TecGT. It’s a great product for our cars, a smaller box and wiring harness from the Tec3r (because it doesn’t have all the unneeded drivers to run all the cylinders we don’t have! – the Tec3r will run up to 12 cylinders…)
New user interface too – much nicer looking.
OK, back to the thread…..
New user interface too – much nicer looking.
OK, back to the thread…..
06-19-2008, 01:59 PM
#35
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Yes. It worked well Chris. At the higher boost pressures it needs a little tuning in the midrange but I didnt bother since everytime I adjust the fuel pressure upwards, I needed to re-tune it and since I kept rasing the pressure it was a losing battle.Upto 18 psi though everything is absolutely perfect which is where the car will be set-up for George when he takes it.
06-19-2008, 02:01 PM
#36
Drifting
The hotside is a .58. We really can't run a smaller hotside with this turbo. The turbo is a on the large side, but seems to work fairly well on this motor. For track days, this is the turbo though. Being able to get this kind of power at low boost levels makes things run cool and should give consistent power. I didn't want a high boost-high heat setup. Heat soak sucks and is a common issue out here in our 100+ degree summers.
These runs were done with 117 degree intake temps. I'm sure that a nice 50 degree day would have shown a bit more power.
These runs were done with 117 degree intake temps. I'm sure that a nice 50 degree day would have shown a bit more power.
06-19-2008, 02:01 PM
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[QUOTE=Tms951;5526717]Looks good. What A R hotside is that? It seems You could use a smaller one espeacialy if you are not going to run as much boost as you did. Either way I am happy to see that it came together.
.58A/R. Down from the .70 A/R that we had on there before. Otherwise you would have seen a super duperlaggy 500WHP at 16-17 psi 944turbo. LOL
.58A/R. Down from the .70 A/R that we had on there before. Otherwise you would have seen a super duperlaggy 500WHP at 16-17 psi 944turbo. LOL
06-19-2008, 02:27 PM
#38
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BTW – small technical note ! – George’s car is using the new Electromotive TecGT. It’s a great product for our cars, a smaller box and wiring harness from the Tec3r (because it doesn’t have all the unneeded drivers to run all the cylinders we don’t have! – the Tec3r will run up to 12 cylinders…)
New user interface too – much nicer looking.
OK, back to the thread…..
New user interface too – much nicer looking.
OK, back to the thread…..
06-19-2008, 02:30 PM
#39
Race Car
There is a .50 hotside avail from T-netics IIRC.
I was wondering myself if anyone has seen ANY difference in spoolup between the .58 and the .50?
I am contemplating buying the .50 for the current car and would appreciate any info. (sorry for the highjack)
I was wondering myself if anyone has seen ANY difference in spoolup between the .58 and the .50?
I am contemplating buying the .50 for the current car and would appreciate any info. (sorry for the highjack)
06-19-2008, 04:36 PM
#41
Drifting
The motor is a 968 block based 3.0 motor. The builder has been building these motors and other blown motors for a long time. Garrity used to teach the 951 engine building class for PCA. We sent the block to http://www.uschrome.com/nicom_ds.html for Nicom plating in the cylinder walls. We used Ross Racing forged pistons that were built to our specifications for this application. We also used forged Oliver rods built to our specifications. The crank was a new 968 unit that was lightened and balanced. Garrity's machine work was really nice.
We installed oil squirters and some other things. One interesting thing that Garrity did, that I wasn't too keen with was he used a 3MM cometic gasket to allow the pistons to come out of the top of the block just a tad. He told me he gets a much better rod angle, and better overall performance. He told me that this allows more boost without being as detonation prone. The head is a mildly worked 2.7 NA with factory 951 exhaust valves and big intake valves. We are also using a new ground STOCK 951 cam. I didn't see the need for solid lifters, as I felt Tim's headers would get the power up high and didn't want the mainteniance issues with solid lifters and aggressive cam.
Guess he is right, as Tim could not get the car to ping. Ran 18psi on 91 fuel with no issues. You can't use anything other than a 3mm gasket, or you will have pistons contacting the the head.
Tim did all the tuning, turbo work, exhaust, headers, intake, tb, TEC GT install, and many other things. Much money, time, and one year it's finally done.
I'll get the suspension and other things done myself. The *** is squatting fairly badly with the Koni Sports and 968TS torsion bar. Going to install the KW 3 suspension.
We installed oil squirters and some other things. One interesting thing that Garrity did, that I wasn't too keen with was he used a 3MM cometic gasket to allow the pistons to come out of the top of the block just a tad. He told me he gets a much better rod angle, and better overall performance. He told me that this allows more boost without being as detonation prone. The head is a mildly worked 2.7 NA with factory 951 exhaust valves and big intake valves. We are also using a new ground STOCK 951 cam. I didn't see the need for solid lifters, as I felt Tim's headers would get the power up high and didn't want the mainteniance issues with solid lifters and aggressive cam.
Guess he is right, as Tim could not get the car to ping. Ran 18psi on 91 fuel with no issues. You can't use anything other than a 3mm gasket, or you will have pistons contacting the the head.
Tim did all the tuning, turbo work, exhaust, headers, intake, tb, TEC GT install, and many other things. Much money, time, and one year it's finally done.
I'll get the suspension and other things done myself. The *** is squatting fairly badly with the Koni Sports and 968TS torsion bar. Going to install the KW 3 suspension.
06-19-2008, 05:54 PM
#45
Drifting
I'm driving it from San Diego to Tucson tomorrow. It's about a six hour drive. Glad to finally have it coming home. It's been a yearin the making.
George
George
