Green Hunter dyno - 514 rwhp @ 17 psi
10-07-2010, 07:10 PM
#76
Nordschleife Master
Thread Starter
Gustaf,
our hate & love relationship is just too simple & easy.We 951 builders just cannot understand all the difficulties Pete have gone throug with his 996 build up. I suppose none of us are not patient enough to solve all of those mystery things his current build up has caused.
And yes,Emil was also watched here like that another very strong red headed character Astrid created
our hate & love relationship is just too simple & easy.We 951 builders just cannot understand all the difficulties Pete have gone throug with his 996 build up. I suppose none of us are not patient enough to solve all of those mystery things his current build up has caused.
And yes,Emil was also watched here like that another very strong red headed character Astrid created
10-07-2010, 09:29 PM
#78
Rennlist Member
The 996/997 GT brigade do have a very compelling argument. Those cars are fantastic. Very fast, very solid feeling. More relaxed, yet very capable of rocketing around the track in quick time.
I am sure part of the attraction of building cars like Duke's is to beat these guys at their own game and take pride in the underdog winning here and there. Duke's car will blow most GT cars away now. Next will be to push the Cup cars and make them look over their shoulders at the Green Hunter filling their mirrors. This will provide immense satisfaction for you Duke and is the primary reason for many of us to keep on with these crazy builds. Keep it coming!!
I am sure part of the attraction of building cars like Duke's is to beat these guys at their own game and take pride in the underdog winning here and there. Duke's car will blow most GT cars away now. Next will be to push the Cup cars and make them look over their shoulders at the Green Hunter filling their mirrors. This will provide immense satisfaction for you Duke and is the primary reason for many of us to keep on with these crazy builds. Keep it coming!!
10-07-2010, 09:43 PM
#79
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Can you post the chart with SAE correction please. What turbo are you running on this? This is very low boost to make that kind of power unless your running a GT40R or something even larger then that. ha ha.
10-08-2010, 12:52 AM
#80
Rennlist Member
I can attest to the $$$ required for a proper 3.0l build.
I'm in at over 25 grand; that's for an 8 valve.
Calculated and organized the build for a good engineered system and timely put- together, but didn't do any work. Also there was some mistakes and some do-overs with some of the parts which cost $ (which is part of the "I didn't figure on that" category).
Duke;
what turbine wheel and hotside are you using?
Headers and cross-over?
I'm in at over 25 grand; that's for an 8 valve.
Calculated and organized the build for a good engineered system and timely put- together, but didn't do any work. Also there was some mistakes and some do-overs with some of the parts which cost $ (which is part of the "I didn't figure on that" category).
Duke;
what turbine wheel and hotside are you using?
Headers and cross-over?
10-08-2010, 01:44 AM
#81
30000$ easy to spend. I have the paperwork to prove it check out all the 3L build posts on here.
Nice work I'm curious where mine will sit compared to your 16 valve head. Very sweet work.
Jason
check out all the 3L build posts on here.Nice work I'm curious where mine will sit compared to your 16 valve head. Very sweet work.
Jason
10-08-2010, 04:40 AM
#82
Nordschleife Master
Thread Starter
It's running a GT3582R T04S 0.7 comp.housing with a 0.82 a/r T3 which in my opinion is a perfect match for this engine and is one the reasons behind this curve. A larger turbo could be beneficial for a few hp in the upper rpms at a loss of midrange.
The goal was to build a broad powerband engine with good power at reasonable boost. The 968 head flows incredible (as we all know) and used right Variocam is GREAT to use for a turbo engine. I have hundreds of tuning hours that went into this setup.
The car ran 100-200 km/h in 8.xx sec at 0.6 bar so there's no doubt it's fast in real life too, no matter what the dyno says. In fact I see no need to run anything above 0.8 bar, too fast for me
10-08-2010, 04:46 AM
#83
Nordschleife Master
Thread Starter
I still have 2 aces lined up in my sleeve for next season. New headers and E85 with ignition re-tune.
This engine is still running modified stock headers! I'm building a new header with 1 7/8" primaries, 4-1 merge collector 15 deg conv. angle, 321SS along with a Tial SS turbine housing.
I would think 550 rwhp is doable at the same boost
Note an important aspect of this engine is the higher compression. IMHO it's a total waste to run 8.0:1 compression if you plan to run less than 18 psi. A lot of these engines are built old fashioned..
The 968 heads are less prone to detonation so I chose 9.5:1 compression for this build. That's also one of the reasons I get the high rwhp at low boost.
This engine is still running modified stock headers! I'm building a new header with 1 7/8" primaries, 4-1 merge collector 15 deg conv. angle, 321SS along with a Tial SS turbine housing.
I would think 550 rwhp is doable at the same boost
Note an important aspect of this engine is the higher compression. IMHO it's a total waste to run 8.0:1 compression if you plan to run less than 18 psi. A lot of these engines are built old fashioned..
The 968 heads are less prone to detonation so I chose 9.5:1 compression for this build. That's also one of the reasons I get the high rwhp at low boost.
10-08-2010, 04:58 AM
#84
Very nice curves, congrats!
No knock at 17psi on pump gas with a high CR just shows the 16V head is safer than the 8V head.
Were there any other cars dynoed before or after you?
It would be useful to put these figures into perspective, as Dynojet results posted on here have more than often shown fantasy results, IMHO.
Any chance of a future Rototest with E85 to put your car in comparison with Corleone's?
No knock at 17psi on pump gas with a high CR just shows the 16V head is safer than the 8V head.
Were there any other cars dynoed before or after you?
It would be useful to put these figures into perspective, as Dynojet results posted on here have more than often shown fantasy results, IMHO.
Any chance of a future Rototest with E85 to put your car in comparison with Corleone's?
10-08-2010, 07:02 AM
#85
Nordschleife Master
Thread Starter
There was no other cars dynoed at the same time. It's the latest model Dynojet, 424.
Now with my first dyno at Dynojet it's better to dyno at the same place next time to get comparable results s so not much use for me to dyno at Rototest. But maybe Corleone could join in, that would be great. But he has a new, faster toy now...
Now with my first dyno at Dynojet it's better to dyno at the same place next time to get comparable results s so not much use for me to dyno at Rototest. But maybe Corleone could join in, that would be great. But he has a new, faster toy now...
10-08-2010, 08:04 AM
#86
Rennlist Member
Not sure how much faster his new car will be over yours. Especially when you wind up the boost good and proper on the E85!!
10-08-2010, 09:20 AM
#87
Nordschleife Master
10-08-2010, 12:33 PM
#90
Nordschleife Master
Thread Starter
Spec Stage 3 lightweight with Spec alu flywheel. I like it, but it's not so forgiving. It's possible to make very fast gear changes with it and it takes a lot of heat so it's great for track use IMHO.