Refresh951's Hybrid Ultra Stroker Build
07-03-2013, 01:40 PM
#767
I don't need (or... gasp! ... want) the extra power from the stroker build BUT the non-interference design + low cost makes it tough for me NOT to consider when I pull my car apart this winter to re-ring it (170k+ means I'm sure it's due...)
07-03-2013, 01:42 PM
#768
The factory 944/951 design is an "interference" one. Which is why, usually, when the timing belt breaks, you need to (at a minimum) pull the head and replace bent valves. The beauty of going to a non-interference design is exactly what Rogue described and Sid experienced... TB breaks, the car just stops. Slap a new belt on, and off you go.
07-03-2013, 03:53 PM
#770
Race Car
Put the pistons at TDC
Put some clay on the top of tge piston around valve reliefs
and then bolt s head down using a light valve spring and open the valves to whatever your valve lift is.
Pull the head off and measure how thick the clay is at its thinnest point.
I like to have .100-.150"
If you can't open the valve to full lift or have minimal clearance, it will hit the valves if the belt breaks.
Put some clay on the top of tge piston around valve reliefs
and then bolt s head down using a light valve spring and open the valves to whatever your valve lift is.
Pull the head off and measure how thick the clay is at its thinnest point.
I like to have .100-.150"
If you can't open the valve to full lift or have minimal clearance, it will hit the valves if the belt breaks.
07-03-2013, 05:53 PM
#771
Three Wheelin'
Thanks Sid! As soon as i get all of it in i'll try that, do i have to torque the head as well or is it good enough to just put it on and bolt it down a bit?
07-03-2013, 06:06 PM
#772
Rennlist Member
Thread Starter
The HS 2.85L is a GREAT motor. You could build one with no need for expensive 3L parts and with the turbo you have could quite easily get 400 rwhp and have a non-interference design.
07-03-2013, 08:25 PM
#773
Rennlist Member
Thread Starter
Side by side comparison of the IC inlet pipes. I pretty much used SFR pipes as a guide. Tim's stuff was pretty awesome really. His designs were simple and efficient. It really is a shame he is not doing much with our cars these days.
At 750 cfm (around 500 flywheel hp), my calculations show this redesigned pipe to be a 3 psi pressure drop improvement. Therefore the turbo has to generate 3 psi less boost to produce the same intake pressure (at 750 cfm). This results in a significant improvement in heat generation not to mention more peak boost potential!
At 750 cfm (around 500 flywheel hp), my calculations show this redesigned pipe to be a 3 psi pressure drop improvement. Therefore the turbo has to generate 3 psi less boost to produce the same intake pressure (at 750 cfm). This results in a significant improvement in heat generation not to mention more peak boost potential!
07-03-2013, 10:50 PM
#776
Rennlist Member
Thread Starter
07-03-2013, 11:11 PM
#777
Rennlist Member
07-03-2013, 11:18 PM
#778
Drifting
Join Date: Aug 2009
Location: Bangkok, Thailand, Milpitas, CA & Weeki Wachee, FL
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I would use a metal NPT to Pushlok tubing adaptor if it were mine. Make things simple and tidy. I will try to find a link.
In my phone so this is the best I can do:
http://www.smcusa.com/top-navigation/cad-models.aspx/21987
In my phone so this is the best I can do:
http://www.smcusa.com/top-navigation/cad-models.aspx/21987
07-04-2013, 05:13 PM
#779
Rennlist Member
Fittings
I would use a metal NPT to Pushlok tubing adaptor if it were mine. Make things simple and tidy. I will try to find a link.
In my phone so this is the best I can do:
http://www.smcusa.com/top-navigation...els.aspx/21987
In my phone so this is the best I can do:
http://www.smcusa.com/top-navigation...els.aspx/21987
MM
07-04-2013, 06:52 PM
#780
Rennlist Member
Side by side comparison of the IC inlet pipes. I pretty much used SFR pipes as a guide. Tim's stuff was pretty awesome really. His designs were simple and efficient. It really is a shame he is not doing much with our cars these days.
At 750 cfm (around 500 flywheel hp), my calculations show this redesigned pipe to be a 3 psi pressure drop improvement. Therefore the turbo has to generate 3 psi less boost to produce the same intake pressure (at 750 cfm). This results in a significant improvement in heat generation not to mention more peak boost potential!
At 750 cfm (around 500 flywheel hp), my calculations show this redesigned pipe to be a 3 psi pressure drop improvement. Therefore the turbo has to generate 3 psi less boost to produce the same intake pressure (at 750 cfm). This results in a significant improvement in heat generation not to mention more peak boost potential!