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My last evolution of 944/968 engine's did 947 hp at 1.8 bar on the dyno (855 rwhp). We ran it higher at WTAC but even if the managed to get the head to seal we cracked the engine block in the head.
It was a 3.1l dry sumped, solid lifter, engine with a twin scroll B&W EFR9280 with the large 1.45 housing.
Interesting. What are you guys using as the maximum peak cylinder pressure and maximum average cylinder pressure limits when designing these engines?
Update on my build. A huge improvement from post #986. The tuner is still working on it. The Ethanol number is higher than it will be final. The blue line (18psi) is also higher than the final, which will be 15psi (shown in black). So this is showing maximums and then dialing it back so it can survive hour long sessions on 100 degree days. These are SAE numbers, so multiply by 1.15 for dynotech equiv.
A lot has changed since the previous run but hardly anything mechanical. It now has an emtron ECU replacing the haltech. It's now drive by wire with EGT, EMAP, Turbo Speed, a second air temp/pressure sensor, coolant pressure sensor, and well really, a ton of new sensors to help make this thing much more safe at the track. With the emtron, now get a lot of per cylinder knock and tuning controls, as well as a much snappier engine response.
I'll find out when the car is done what the limiting factors were, etc. There's a lot to go over. The key here though is find someone who understands the specifics of your engine, who has tuned them before. Nothing against the previous tuner, how many 3.0L 4cyl turbos do you see in the wild?
My stock block 3.1 on the RP968 made around 900hp,EFR9180 1.45 housing. Darton sleeves, dry sump etc It lived, but we were careful with it. We broke the torque tube before we had a chance to see how far we could push it, but it always lost oil pressure under boost.
My stock block 3.1 on the RP968 made around 900hp,EFR9180 1.45 housing. Darton sleeves, dry sump etc It lived, but we were careful with it. We broke the torque tube before we had a chance to see how far we could push it, but it always lost oil pressure under boost.
Under boost, it’s very noticeable on the logs, as soon as you lift off and the boost comes off you can see the oil pressure rise a bit. It’s either the girdle or the block itself moving. It’s manageable and as I said we never blew the engine, but we it wasn’t real confidence inspiring.
Under boost, it’s very noticeable on the logs, as soon as you lift off and the boost comes off you can see the oil pressure rise a bit. It’s either the girdle or the block itself moving. It’s manageable and as I said we never blew the engine, but we it wasn’t real confidence inspiring.
So you think it’s something flexing and causing a leak? If so, it should be related to torque & boost and not so much to rpm.
I've always seen this phenomen on these engines as well regardless of power levels. At least with the Aviaid dry sump oil pump I use to run for 8 years.
I've always seen this phenomen on these engines as well regardless of power levels. At least with the Aviaid dry sump oil pump I use to run for 8 years.
I can see many reasons why oil pressure could drop with rpms but not many reasons for it to drop with boost or torque.
I haven’t decided yet. The brake booster has been deleted so there should be room there. Outside of the cabin and forward of the firewall is preferred as it’s still street registered.
09-08-2020, 08:54 AM
