how much hp/tq can the stock drivetrain parts take (and what's gonna fail first)??
02-07-2003, 06:58 PM
#16
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</font><blockquote><font size="1" face="Verdana,Tahoma,Arial,Helvetica,Geneva">quote:</font><hr /><font size="2" face="Verdana,Tahoma,Arial,Helvetica,Geneva">Originally posted by dmoffitt:
<strong>what do you know about the quaife LSD's holding up (or not)?</strong></font><hr /></blockquote><font size="2" face="Verdana,Tahoma,Arial,Helvetica,Geneva">Not sure, but lifetime warranty... can't hurt
.
</font><blockquote><font size="1" face="Verdana,Tahoma,Arial,Helvetica,Geneva">quote:</font><hr /><font size="2" face="Verdana,Tahoma,Arial,Helvetica,Geneva">Originally posted by dmoffitt:
<strong>and who sells upgraded pressure plates, and roughly how much are they?</strong></font><hr /></blockquote><font size="2" face="Verdana,Tahoma,Arial,Helvetica,Geneva">Huntley Racing sells them, but they're just rebadged Kennedy Engineering pressure plates . <a href="http://www.kennedyeng.com/porsc_pp.htm" target="_blank">http://www.kennedyeng.com/porsc_pp.htm</a> for more info on them. I paid too much for mine hehe.
</font><blockquote><font size="1" face="Verdana,Tahoma,Arial,Helvetica,Geneva">quote:</font><hr /><font size="2" face="Verdana,Tahoma,Arial,Helvetica,Geneva">Originally posted by dmoffitt:
<strong>rage, do you have an injector duty-cycle meter or some sorts? do your 72lb/hrs make it above 80ish ever? i don't want to hit 90 or higher on whichever injectors i choose, but i also don't want something that's going to be horrible at idle / low rpms / off-boost etc...</strong></font><hr /></blockquote><font size="2" face="Verdana,Tahoma,Arial,Helvetica,Geneva">I have standalone EFI (SDS), so I can always see my injector duty. At 28psi, I'm in the mid 90's so I'm maxing mine out. That's about 450rwhp at 3 bar fuel pressure (non rising rate). I'll probably bump up fuel pressure for my future mods instead of swapping injectors.
I have no clue how 72# injectors work with the stock DME/MAF kits, conditioners, etc. Standalone's the only way to go!
<strong>what do you know about the quaife LSD's holding up (or not)?</strong></font><hr /></blockquote><font size="2" face="Verdana,Tahoma,Arial,Helvetica,Geneva">Not sure, but lifetime warranty... can't hurt
.</font><blockquote><font size="1" face="Verdana,Tahoma,Arial,Helvetica,Geneva">quote:</font><hr /><font size="2" face="Verdana,Tahoma,Arial,Helvetica,Geneva">Originally posted by dmoffitt:
<strong>and who sells upgraded pressure plates, and roughly how much are they?</strong></font><hr /></blockquote><font size="2" face="Verdana,Tahoma,Arial,Helvetica,Geneva">Huntley Racing sells them, but they're just rebadged Kennedy Engineering pressure plates
. <a href="http://www.kennedyeng.com/porsc_pp.htm" target="_blank">http://www.kennedyeng.com/porsc_pp.htm</a> for more info on them. I paid too much for mine hehe.</font><blockquote><font size="1" face="Verdana,Tahoma,Arial,Helvetica,Geneva">quote:</font><hr /><font size="2" face="Verdana,Tahoma,Arial,Helvetica,Geneva">Originally posted by dmoffitt:
<strong>rage, do you have an injector duty-cycle meter or some sorts? do your 72lb/hrs make it above 80ish ever? i don't want to hit 90 or higher on whichever injectors i choose, but i also don't want something that's going to be horrible at idle / low rpms / off-boost etc...</strong></font><hr /></blockquote><font size="2" face="Verdana,Tahoma,Arial,Helvetica,Geneva">I have standalone EFI (SDS), so I can always see my injector duty. At 28psi, I'm in the mid 90's so I'm maxing mine out. That's about 450rwhp at 3 bar fuel pressure (non rising rate). I'll probably bump up fuel pressure for my future mods instead of swapping injectors.
I have no clue how 72# injectors work with the stock DME/MAF kits, conditioners, etc. Standalone's the only way to go!
02-07-2003, 07:16 PM
#17
Race Director
I think AlanC. is seeing something like 80-90% duty-cycle on his 83-lb/hr injectors at about 450rwhp...
"I have no clue how 72# injectors work with the stock DME/MAF kits, conditioners, etc."
The main problem in the past with using large injectors with the stock Motronics DME boxes has been how to scale back the duty-cycle linearly across the board. Signal-massaging with piggyback interceptors can't do it because it just skews the look-up point on the maps and you can only do so much (the amount of scaling depends upon that particlar chip's map and how close you already are to the edge). So the solution has been to do the duty-cycle scaling independently of the maps and leave the look-up points the same like we've done with our chips.
"I have no clue how 72# injectors work with the stock DME/MAF kits, conditioners, etc."
The main problem in the past with using large injectors with the stock Motronics DME boxes has been how to scale back the duty-cycle linearly across the board. Signal-massaging with piggyback interceptors can't do it because it just skews the look-up point on the maps and you can only do so much (the amount of scaling depends upon that particlar chip's map and how close you already are to the edge). So the solution has been to do the duty-cycle scaling independently of the maps and leave the look-up points the same like we've done with our chips.
02-07-2003, 08:18 PM
#18
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rage: the car I bought (but don't have yet) has the powerhaus plate, how is it for street driving? Any other general impressions? It also has a lightened flywheel.
02-07-2003, 08:34 PM
#19
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</font><blockquote><font size="1" face="Verdana,Tahoma,Arial,Helvetica,Geneva">quote:</font><hr /><font size="2" face="Verdana,Tahoma,Arial,Helvetica,Geneva">Originally posted by DangerIsland:
<strong>rage: the car I bought (but don't have yet) has the powerhaus plate, how is it for street driving? Any other general impressions? It also has a lightened flywheel.</strong></font><hr /></blockquote><font size="2" face="Verdana,Tahoma,Arial,Helvetica,Geneva">I find it heavy... but maybe it's because I'm a wimp .
It's tolerable, except for rush hour traffic. I take elaborate routes when I go home from work, takes longer but less stop and go (with a few quick blasts up to 200 km/h here and there).
<strong>rage: the car I bought (but don't have yet) has the powerhaus plate, how is it for street driving? Any other general impressions? It also has a lightened flywheel.</strong></font><hr /></blockquote><font size="2" face="Verdana,Tahoma,Arial,Helvetica,Geneva">I find it heavy... but maybe it's because I'm a wimp
.It's tolerable, except for rush hour traffic. I take elaborate routes when I go home from work, takes longer but less stop and go (with a few quick blasts up to 200 km/h here and there).
02-08-2003, 02:00 AM
#20
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yeah that's why i went with your chips danno, so there would be less / no massaging.... btw how do i set them up for dif. size injectors (could u possibly email me?) - lindsey sourced everything, i was going to go w/ your map kit but they gave me such a phenonomal deal on the digital maf + injectors when i bought their stage2 head and intake manifold (and some other goodies like their wastegate etc) that i couldn't pass it up..... anyway, isn't there some sort of switch i can set on that k27 chip you sent me to tell it i've got larger injectors?
(oh btw, i still need to send you back those other wrong-sized chips)
(oh btw, i still need to send you back those other wrong-sized chips)
02-08-2003, 10:30 AM
#21
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[QUOTE]Originally posted by Danno:
[QB]I think AlanC. is seeing something like 80-90% duty-cycle on his 83-lb/hr injectors at about 450rwhp...
I knew it was only a bad dream. That dyno chart did say 450 ;-)
Seriously, I'm at 375 and the duty cycle is in the 80 - 90 range. A little more tinkering in the Spring may get me closer to 400.
Danno is that head gasket ready!
Alan
[QB]I think AlanC. is seeing something like 80-90% duty-cycle on his 83-lb/hr injectors at about 450rwhp...
I knew it was only a bad dream. That dyno chart did say 450 ;-)
Seriously, I'm at 375 and the duty cycle is in the 80 - 90 range. A little more tinkering in the Spring may get me closer to 400.
Danno is that head gasket ready!
Alan
03-03-2003, 01:27 AM
#22
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</font><blockquote><font size="1" face="Verdana,Tahoma,Helvetica">quote:</font><hr /><font size="2" face="Verdana,Tahoma,Helvetica">Originally posted by 951carter:
<strong>yes, but he sleeved it down to 2.6 liters. Closer to 951 displacement than 968.
They are essentially the same powerplant anyhow.
I am not too crazy about the hood vents and the ironing board on the rear......but, nice car.</strong></font><hr /></blockquote><font size="2" face="Verdana,Tahoma,Helvetica">
<strong>yes, but he sleeved it down to 2.6 liters. Closer to 951 displacement than 968.
They are essentially the same powerplant anyhow.
I am not too crazy about the hood vents and the ironing board on the rear......but, nice car.</strong></font><hr /></blockquote><font size="2" face="Verdana,Tahoma,Helvetica">
03-03-2003, 01:47 AM
#23
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</font><blockquote><font size="1" face="Verdana,Tahoma,Helvetica">quote:</font><hr /><font size="2" face="Verdana,Tahoma,Helvetica">Originally posted by 951carter:
<strong>yes, but he sleeved it down to 2.6 liters. Closer to 951 displacement than 968.
They are essentially the same powerplant anyhow.
I am not too crazy about the hood vents and the ironing board on the rear......but, nice car.</strong></font><hr /></blockquote><font size="2" face="Verdana,Tahoma,Helvetica">We actually de-stroked the motor more than de-sleaved it. (used a 951 crankshaft) The hood vents were absolutely required to vent the heat from the Garret turbo and the "ironing board" we believe was essential because of the car having a bit too much oversteer at Texas Motor Speedway last year at 160mph+ that was with the stock engine that made around 350hp. With the new engine, I'm sure we will need it at that track. Hallett or Mid-America should not be an issue.
Regards, Bob Howard
<strong>yes, but he sleeved it down to 2.6 liters. Closer to 951 displacement than 968.
They are essentially the same powerplant anyhow.
I am not too crazy about the hood vents and the ironing board on the rear......but, nice car.</strong></font><hr /></blockquote><font size="2" face="Verdana,Tahoma,Helvetica">We actually de-stroked the motor more than de-sleaved it. (used a 951 crankshaft) The hood vents were absolutely required to vent the heat from the Garret turbo and the "ironing board" we believe was essential because of the car having a bit too much oversteer at Texas Motor Speedway last year at 160mph+ that was with the stock engine that made around 350hp. With the new engine, I'm sure we will need it at that track. Hallett or Mid-America should not be an issue.
Regards, Bob Howard
03-04-2003, 03:17 AM
#24
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Bob,
Very nice machine you made there.
I'm curious about your thoughts on moving the turbo to the passerger side. How much gain and where would the gain be most evident? Low end, mid, high end?
I would guess heat and responsivness would be the primary gain. But flow from custom headers would also be an advantage.
Thanks,
DanD
Very nice machine you made there.
I'm curious about your thoughts on moving the turbo to the passerger side. How much gain and where would the gain be most evident? Low end, mid, high end?
I would guess heat and responsivness would be the primary gain. But flow from custom headers would also be an advantage.
Thanks,
DanD
03-05-2003, 11:14 PM
#25
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I drove for about 12-15k miles with a stock (open)5 spd., when I had a Milledge 2.5 lite motor. It produced approx. 450~ h/p after cam change. It was dynoed by Jon @ 434 h/p and the shop that did rear wheel found 390 h/p. It had an upgraded clutch (maybe centerforce). Jon told me that after 400 h/p the 5 spd. trannn's tend to break. Never had any drive train problems. Mainly street use, albeit very hard. When motor was pulled, clutch was gone.
03-09-2003, 12:15 AM
#26
Race Director
So what was the special mod that took you from 450hp to 540hp??? <img src="http://www.gururacing.net/ImagesMisc/Graemlins/Graemlin-CowTow.gif" alt=" - " />
03-09-2003, 01:38 AM
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He went from a 2.5 to a 3.1 Milledge street monster engine.
It's the 951 that was in the running for the Sports Compact Car 10 Ultimate Street car Challenge. July 2002.
I kick myself that we never got together when he lived 3 miles from me. Probably just as well, I couldn't afford those kinds of upgrades.
86944turbo-I didn't mean to step in. Tell us about your car again! I love nice bedtime stories...
It's the 951 that was in the running for the Sports Compact Car 10 Ultimate Street car Challenge. July 2002.
I kick myself that we never got together when he lived 3 miles from me. Probably just as well, I couldn't afford those kinds of upgrades.
86944turbo-I didn't mean to step in. Tell us about your car again! I love nice bedtime stories...
03-09-2003, 10:33 AM
#28
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</font><blockquote><font size="1" face="Verdana,Tahoma,Helvetica">quote:</font><hr /><font size="2" face="Verdana,Tahoma,Helvetica">Originally posted by Danno:
<strong>So what was the special mod that took you from 450hp to 540hp??? <img src="http://www.gururacing.net/ImagesMisc/Graemlins/Graemlin-CowTow.gif" alt=" - " /></strong></font><hr /></blockquote><font size="2" face="Verdana,Tahoma,Helvetica">Is that 540 at the wheels?
<strong>So what was the special mod that took you from 450hp to 540hp??? <img src="http://www.gururacing.net/ImagesMisc/Graemlins/Graemlin-CowTow.gif" alt=" - " /></strong></font><hr /></blockquote><font size="2" face="Verdana,Tahoma,Helvetica">Is that 540 at the wheels?
