Duke

Yes the engine I bought from Markus was the 1st and the 1st to break.

How I rebuild the next engine I don't know. Depends if my PD/CEP block can be saved by sleeving it. If so I might change a few things.
If I need another block I will keep it Alusil just as this last engine. I ran 9.5:1 compression on this engine and will probably keep that for the next setup as well. I think my engine is proof that a 16v engine really benefits from more compression. I ran 1:15 bar on pump gas with no issues. No need for lower compression then that.

I will go up to a larger turbine housing as well. The engine would benefit from a larger compressor if I intend to keep it above 1 bar on E85 but being a race car there is so much more stuff that is better to "waste" energy on.
The lap times isn't determined by 500 or 600 hp. Unfortunately

alxdgr8

2.3L 20V I5 with a PTE5857 on 91oct

Thom

Precisely - as it's a race car I was thinking that increasing the CR to somewhere above 10 and running with low boost and E85 would make a super responsive engine with almost non-existent lag and bags of useful torque instead of peak HP. If your compressor can flow lots you should not need to run much more than 0.5 bar yet still get a super swift car.

alxdgr8

Turbo comparison:


And Refresh's dyno:


Yeah it's a little peakier, but it's also a wider powerband too and is all on 91oct not E85

Duke

The point with the Audi 5 cyl is that the engine blocks can handle crazy amount of power and are available cheap everywhere. I don't need a super wide powerband so a high boost 2.2 liter fits very well.

Alex, I'm well aware what can be done with our little Porsche engines Here's the dyno chart from my 3.0l 16v Turbo @ 17 psi PUMP gas:

Duke

Over a certain point peak HP is better for a swift car than bags of torque. Bags of torque tend to upset traction. I don't want to limit the engine to E85 as some race series have a strong penalty for E85.
My impressions after driving both my race car and my old street car is that I don't see a need for quicker response than the 9.5:1 comp 3.0l 16v engine provided. Especially the race car that is light-weight and runs a 6-speed gearbox. My feeling is that it will be quicker from here on with more top end power than more torque. That's why I'll go up a size in turbine housing and (hopefully) switch cams

EliteThink

That is incredible.

alxdgr8

New VW 2.5L with a 35R @20psi and stock cams (the handicap for these motors)

Thom

As I had observed from many other dyno curves, basically nothing really happens before 4500 RPM.

V2Rocket

is the TTRS I-5 more or less the same as the beetle I-5?

Duke

Hard to beat displacement in that sense, the VW 2.5l have 100 hp @ 3500 rpm whereas my 3.0l have 250 hp

NZ951

I just wanted to say Duke is awesome.

And here is a pic of my track toy.

KSira

What turbo is that? I think I'll use a Precision CEA 6266 (or maybe a 5862)on my engine, that will be based on a S2

TonyG

Why don't the HP and TQ cross at 5250?

TonyG

Duke

If I could get a dollar for every time I've heard that question on US based forums. If you look at the chart you see that torque is measured in Newton meters.