1jz/2jz Conversion
06-09-2015, 10:36 PM
#31
Rennlist Member
I know it's been done before but wondering if you've looked at the Audi i5 motor for a conversion?
06-09-2015, 10:43 PM
#32
Rainman
Rennlist Member
Rennlist Member
would love to see a 2.8/2.9 done.
the old audi tractor-quattro engine is rarer than hen's teeth in these parts, maybe yall aussies got luckier with the engine selection.
the new VW I-5 is a nice motor though, alxdgr8 is doing that one.
the new VW I-5 is a nice motor though, alxdgr8 is doing that one.
06-09-2015, 11:34 PM
#33
Rennlist Member
I'm not across all the variations of Audi motors Spencer. Assumed that this one wouldn't be too hard to get a hold of. This guy mated it to a Supra gearbox upfront which I wouldn't want to do necessarily even though they would hold more power than any of the usual 944/68 boxes. Wouldn't want to give up the chassis balance if at all possible.
I would have thought getting a fair amount of power out of these motors shouldn't be too hard with their iron block. You'd think there would be plenty of examples of people modifying these motors.
http://www.superstreetonline.com/fea...5-porsche-944/
ps...interesting rear sway bar setup in that car if you check the article.
I would have thought getting a fair amount of power out of these motors shouldn't be too hard with their iron block. You'd think there would be plenty of examples of people modifying these motors.
http://www.superstreetonline.com/fea...5-porsche-944/
ps...interesting rear sway bar setup in that car if you check the article.
06-10-2015, 10:19 AM
#34
Rainman
Rennlist Member
Rennlist Member
I'm not across all the variations of Audi motors Spencer. Assumed that this one wouldn't be too hard to get a hold of. This guy mated it to a Supra gearbox upfront which I wouldn't want to do necessarily even though they would hold more power than any of the usual 944/68 boxes. Wouldn't want to give up the chassis balance if at all possible.
I would have thought getting a fair amount of power out of these motors shouldn't be too hard with their iron block. You'd think there would be plenty of examples of people modifying these motors.
http://www.superstreetonline.com/fea...5-porsche-944/
ps...interesting rear sway bar setup in that car if you check the article.
I would have thought getting a fair amount of power out of these motors shouldn't be too hard with their iron block. You'd think there would be plenty of examples of people modifying these motors.
http://www.superstreetonline.com/fea...5-porsche-944/
ps...interesting rear sway bar setup in that car if you check the article.
i dont know what the aus market was like in the 80s, but here in USA i can count on one hand the number of times ive ever even seen that engine (or a car with it). very very limited availability of those motors.
06-10-2015, 12:04 PM
#35
I'm not across all the variations of Audi motors Spencer. Assumed that this one wouldn't be too hard to get a hold of. This guy mated it to a Supra gearbox upfront which I wouldn't want to do necessarily even though they would hold more power than any of the usual 944/68 boxes. Wouldn't want to give up the chassis balance if at all possible.
I would have thought getting a fair amount of power out of these motors shouldn't be too hard with their iron block. You'd think there would be plenty of examples of people modifying these motors.
http://www.superstreetonline.com/fea...5-porsche-944/
ps...interesting rear sway bar setup in that car if you check the article.
I would have thought getting a fair amount of power out of these motors shouldn't be too hard with their iron block. You'd think there would be plenty of examples of people modifying these motors.
http://www.superstreetonline.com/fea...5-porsche-944/
ps...interesting rear sway bar setup in that car if you check the article.
06-11-2015, 03:49 AM
#37
Burning Brakes
Yes definitely an unusual rear swaybar on that one! I didn't see it at all, but then I noticed that the seats had an unusual brace. wow, he was really thinking outside the box.
06-11-2015, 05:04 AM
#38
Rennlist Member
you'll notice most of the builds (944 or otherwise) involving that engine are in europe where the engine was used more widespread.
i dont know what the aus market was like in the 80s, but here in USA i can count on one hand the number of times ive ever even seen that engine (or a car with it). very very limited availability of those motors.
i dont know what the aus market was like in the 80s, but here in USA i can count on one hand the number of times ive ever even seen that engine (or a car with it). very very limited availability of those motors.
Do you mean just in that one pic? If so, Lens.
Would have something to do with the different gearbox and suspension arrangement I suppose. We run a rocker system in our front. I guess if you were to nitpick you could say your raising CoG but not by much.
06-11-2015, 06:14 AM
#39
Check out the many dyno sheets on this page to get an idea of the (old) Audi 20v potential. Still relatively gutless at low and medium engine speeds imo - can't beat the transient response of a larger engine.
http://www.pk-motorsport.de/pic.html
http://www.pk-motorsport.de/pic.html
06-11-2015, 09:35 PM
#40
Rennlist Member
Thanks for that Thom. Interesting. Strange that they don't seem to rev out much past 7-7500rpm?
I've seen one clip on the Iroz Motorsport FB page showing one supposedly revving out to 10,300rpm with hopes of going higher. Perhaps it's a different motor. https://www.facebook.com/IrozMotorsport?fref=ts
I've seen one clip on the Iroz Motorsport FB page showing one supposedly revving out to 10,300rpm with hopes of going higher. Perhaps it's a different motor. https://www.facebook.com/IrozMotorsport?fref=ts
06-15-2015, 07:19 PM
#41
Burning Brakes
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06-16-2015, 01:05 PM
#42
Rennlist Member
I was initially thinking along the lines of a high strung NA engine in an S2.
06-16-2015, 02:35 PM
#43
Rennlist Member
But you're still stuck with a terrible sounding engine
06-16-2015, 02:42 PM
#44
Rennlist Member
2.3L 'old-school' 5-cylinder (AAN/3B/7A based, not 07K). This is the engine in Jeff Gerner's record holding Bonneville '93 S4. So yes, with enough money you can make them spin to the moon.
955awhp at 33psi on a Mustang dyno!
Hi Audi Fans
Getting the old girl ready for one last shot at Speed Week in August. Have a new BW Turbo from my sponsors BW and Area Diesel Service in Carlinville Il. Turbo is an S400SX3 with an 82mm compressor and an 87mm turbine in an FRP ported 1.25 A/R housing.
I have a new set of my FRP Race Gas / E 85 pistons in it with a special ring package that uses a PVD coated tool steel top ring and my usual Gapless seconds from Total Seal and a standard NPR oil ring. The top ring has an extra deep .176 radial dimension and is .0415 thick as apposed to the 1mm top ring I had been using.
I have to run a greatly reduced top ring land diameter to keep the crown of the piston off of the cylinder wall at mile 4 - even with the ceramic coating on the crown. There is just too much heat soak in the extreme B Ville environment. So the deep radial dimension of the new top ring is to make up for the lost top land support.
I have also changed the cam timing for an even wider lobe separation angle with the exhaust advanced 2 degrees to a 115 centerline. This spools the turbo sooner and harder which will help with the thin air at 4000 ft. elevation.
Also new this year was our trip to Kansas City's "heart breaker" Mustang chassis dyno at KC Engines. We had always been on a DynoJet before so I was a very curious to see what numbers the eddy current dyno would give us..
The session went great with Brendan Rudack doing his usual masterful job tuning the Stage 2 C.
We monitored back pressure in the collector and vacuum / pressure in the crank case This was very rewarding as back pressure at the turbine entrance never got close to 1 to 1 and the ring package worked so well that 6 inches of vacuum was maintained at 10K rpm and 26 pounds boost on the waste gate spring.
Once we turned on the boost control and pushed boost to 33 pounds the crank case gage would just barley creep towards zero by 10,300 RPM. Since I am only running 2 scavenge stages on the dry sump and only start with 6 inches of vacuum that is some kind of ring seal! Very Happy.
Anyway she made 955 WHP and 548WTQ on the Mustang dyno. The dyno operator said the only other vehicle that had made that big a number was a twin turbo Chevy LS motor in another guys toy - it made right at 1100 wheel with 6.2 liters of displacement. The Audi is just 2.3 - Ha!
Now I will be adding more ballast to the car and resetting the corner weights. I think it has a chance for a record near 260 mph. Just don't want it try to imitate an aircraft of some kind. Wish me luck!
Cheers.
Jeff Gerner
Getting the old girl ready for one last shot at Speed Week in August. Have a new BW Turbo from my sponsors BW and Area Diesel Service in Carlinville Il. Turbo is an S400SX3 with an 82mm compressor and an 87mm turbine in an FRP ported 1.25 A/R housing.
I have a new set of my FRP Race Gas / E 85 pistons in it with a special ring package that uses a PVD coated tool steel top ring and my usual Gapless seconds from Total Seal and a standard NPR oil ring. The top ring has an extra deep .176 radial dimension and is .0415 thick as apposed to the 1mm top ring I had been using.
I have to run a greatly reduced top ring land diameter to keep the crown of the piston off of the cylinder wall at mile 4 - even with the ceramic coating on the crown. There is just too much heat soak in the extreme B Ville environment. So the deep radial dimension of the new top ring is to make up for the lost top land support.
I have also changed the cam timing for an even wider lobe separation angle with the exhaust advanced 2 degrees to a 115 centerline. This spools the turbo sooner and harder which will help with the thin air at 4000 ft. elevation.
Also new this year was our trip to Kansas City's "heart breaker" Mustang chassis dyno at KC Engines. We had always been on a DynoJet before so I was a very curious to see what numbers the eddy current dyno would give us..
The session went great with Brendan Rudack doing his usual masterful job tuning the Stage 2 C.
We monitored back pressure in the collector and vacuum / pressure in the crank case This was very rewarding as back pressure at the turbine entrance never got close to 1 to 1 and the ring package worked so well that 6 inches of vacuum was maintained at 10K rpm and 26 pounds boost on the waste gate spring.
Once we turned on the boost control and pushed boost to 33 pounds the crank case gage would just barley creep towards zero by 10,300 RPM. Since I am only running 2 scavenge stages on the dry sump and only start with 6 inches of vacuum that is some kind of ring seal! Very Happy.
Anyway she made 955 WHP and 548WTQ on the Mustang dyno. The dyno operator said the only other vehicle that had made that big a number was a twin turbo Chevy LS motor in another guys toy - it made right at 1100 wheel with 6.2 liters of displacement. The Audi is just 2.3 - Ha!
Now I will be adding more ballast to the car and resetting the corner weights. I think it has a chance for a record near 260 mph. Just don't want it try to imitate an aircraft of some kind. Wish me luck!
Cheers.
Jeff Gerner
06-16-2015, 02:50 PM
#45
Rennlist Member
The new Borg EFR turbo's are the way to go. Easy to get a 3500 rpm powerband out of them which is about the best you'll get on any turbo car. And the transient behavior (which you can't measure besides driving it) is a great improvement over any other turbo out there.
2.5L 'old-school' Audi I5 with an EFR 8374 on E85
2.5L 07K TT-RS with an ERF 7163 on 91oct
2.5L 'old-school' Audi I5 with an EFR 8374 on E85
2.5L 07K TT-RS with an ERF 7163 on 91oct