Fluidplay

You had two.., now i"m really jealous! The engine pictured is not a PD built engine? It looks like a LINK MAP sensor mounted on top of the manifold.

dillon410021

how are the wide body panels held on? are the rivets or bolts? Did you have to cut the the stock panel?

333pg333

They're a bolt and yes they did cut the panels to give more wheel room. I thought you were going the full widebody though? With these panels that I have it would be very tricky to fit wider wheels than I have. (10.5" / 11.5") You might be able to do it but you would have to have perfect offset and 2.25 springs, right amount of neg etc. Mine are very close to the flares and will affect how much I can lower the car.

Dubai944

Yep, these types of flares allow wider rims, but because of the sloped design they limit suspension travel on a lowered car if you try to use the maximum track width available. I have 11 inch fronts and 12 inch rears and they just fit.

I am just able to run my rears on the lowest spring height setting, but only get away with it because of custom offset designed for the car, 2.6 degrees negative camber and 1000 lb springs which limit movement. Even then I have had to trim the flare edges quite a bit to avoid outside rubbing under compression. There is room to go wider on the inside at the rear, so anyone using these types of flares with 12 inch+ rims should try and move the rear rims in as much as possible. For a track car I wouldn't use them again.

azbanks

I go 323 rwhp on a Dyno Dynamics dyno at 18psi. That was running M-tune, an original Vitesse Stage 2 turbo that had just been rebuilt, SFR stage 1 headers and 3" downpipe, Magnaflow cat, Lindsey hard pipes and full 3" exhaust. Stock intercooler.
The engine was a fresh rebuild to mostly stock configuration. Stock cam and timing. The rebuilt head other than being shaved one or two times to many(deck height was .9 under spec), swain coated pistons(top and skirts).


With your mods, I would expect much more than 302.

BC

Nice pump. What type is that>?

333pg333

The trans oil pump is this...with blurb.

Mocal
MOC 13530-SL
Heavy Duty Oil Scavange/Circulation Pump

When high temperature and continous duty are required: this pump delivers! Designed from the ground up to handle the toughest automotive racing applications for transmission/differential fluid cooling (circluation) and turbocharger oil drain (scavange) applications.

Key features:
- Continuous use circulation/scavenge pump.
- High temperature capable.
- Specially designed with emphasis on turbo charger scavenge applications.
- Low noise and vibration.
- Can be mounted -/+ 3 feet above fluid level.
- Military specification fit and finish at an affordable price.

Specifications:
- 3 GPM @ 60+ psi
- 350f temp rating
- self-priming
- quiet low vibration operation
- 10,000 hour rated bearings & motor brushes

95ONE

With all Respect. I would like you to post pics of that turbo if you could. Close ups with measuring tape. You either do not have the turbo you think you do, or something was terribly wrong with your set up. That turbo should be good to 30psi. Maybe it was your cam. I don't know. Small exhaust? I had a completely stock 90,000 mile motor with a stock head. (87 motor put in a while back) Everything on top of that was mine. Stock exhaust manifold with custom up pipe and everything back. From 18psi to 23 psi kept giving more power. >>>>> .63 A/R ! Before you put that turbo back in, please make sure it is what you think it is. Then if it is.. don't put that cam back in. Unless you know you have an exhaust restriction before. Stock intake and throttle body made around 400hp before i changed all that out. That is not restrictive. (too much anyway)

Dynojet was doing more than giving me warm fuzzies. Car was cooking it to 125mph in the quarter. GRANNY start. Literally left the light like I was going to church. The math with my weight says 400whp.

JET951

Hi Bruce,
The turbo Patrick was using was a tial gt3076 with a . 82 housing. There was defiantly not much exhaust restriction. Patrick is using his SFR 3-5 inch exhaust. It's only slighty smaller then the turbine housing on a f-18 hornet.lol. Patrick can fill you in about the cam but more importantly is the dyno that we use. Wheel dynos can only be used as a comparison with the same operator. As our dyno operator has said to me many times any figure can be fudged from a wheel dyno. He can produce any power figure from our cars. And what racer wants a high dyno reading?
Sean

95ONE

Hey Sean. This is certainly a heavily discussed topic, so I think we know enough on either side that it's all a matter of preference. (although, a over 100hp difference is hard to swallow) But, what a racer does want is more power. (usually) So I guess the best measurement is a slow start 1/4 mile near sea level. His measured weight and 1/4mile mph will tell everyone what comparable power he is making. As long as he shifts this side of Christmas, we will know exactly what power he is making. So hopefully he goes to the 1/4 track and puts up some numbers for comparison.

MC 968CS

Howdy, hope this helps not hinders...

I used that Dyno too. It spat out from my engine, which is a stock na 968 engine, the massive figure of 184.4 hp at the wheels. Now the engine has a moderate chip and induction mods, worth maybe 10hp total.....thats all. ie: Stock = 240hp @ flywheel +10hp mods at best = 250hp at flywheel as a guess.

so....trying to translate that to Pat's numbers....
300 (Pats @ wheels)/184.4 (mine @ wheels) x 250hp (my estimated flywheel) =....406HP at fly....funny hey!

JET951

That's a great idea Bruce, I'm sure Patrick will be up for some 1/4 mile runs when his car is ready, I might have to go out and try out our 3.0 and see how it goes.

On our old 2.5 with the vitesse stage 3 on 1.2 bar I managed a 13.2 at 109 mph(2.2 60 foot) with our car that weighed 1375 kg with a full tank of fuel. This car also dynoed at 275 rwhp at 1 bar on said dyno.

Hi Mark, that figure looks pretty close to me. The club, PR tech uses that dyno with the conversion to flywheel of 1.32. Which works out about perfect for your conversion. 184.4x 1.32= 243.4. pretty close.
Sean

333pg333

Bruce...exhaust restrictions are not a concern. It's not the turbo either as we've seen low results on this dyno on a number of cars. The best thing I can say is that I am keeping the same engine in the car for now and it will be tuned on another dyno. When it's done I will go back to our local Heartbreaker and do a comparison test.

The 1/4 mile stuff is a good idea. I'm not sure if I will risk all the new 'stuff' on such a pursuit...but I just might.

95ONE

No risking Patrick. Take off the line as would any other time. No need to be harsh. Keep the shifts crisp, but not harsh. The MPH will tell all. Please also note the tracks elevation and cars weight. The coriolis affect may be messing with you too. lol. J/K

blown 944

Another quick option is to do what I do and use the dynolicious program on the iPhone. I had got my setting to come very close to what I was seeing at the track ie; when I ran 110, 114-116 etc it showed corresponding mph. The et is all over the place and you have to baby first gear, but mph is pretty accurate. I'm very happy bc my current engine registers between 120-125 mph.

Sean, the runs you made show slightly more power than the 275 on the dyno, so the dyno may be reading potentially low.