Jay Wellwood

Hello Houston...

Humboldtgrin

This is where Sir Elton John is qued to sing "Rocket Man".

blade7

Thank you .

Duke

Sorry but I just don't get the attitude and calling my car a dyno queen is pretty offensive.
This engine has now been running successfully 3 race seasons and 1 season with the new head gasket design with over 600 rwhp without any sealing issues whatsoever.
Now, if you would have given your statement some more thought before posting you might would have figured out that changing the mapping and testing new boost levels should be done ON THE DYNO where you have a controlled environment with full focus on all parameters and can adjust on the fly and lift off if necessary if you see anything suspicous.
Only an idiot would raise the boost, go to the track and hope for the best.

blade7

Not my intention to offend, though you seem to be looking to get offended. There seems to be a sensitive clique on this board, post something remotely unfavourable and it gets deleted or a tirade ensues. Goodbye.

reno808

Welcome to Rennlist........ That being said DUKE is far from it.

V2Rocket

you should check out "yellowbullet.com", a hot rodding drag racing site...
their actual motto is "where the weak are killed and eaten"

Duke

If you knew how much work I have put in on the race track you would understand why I get offended by "dyno queen". But let's forget about that. I wrote my response above mostly because I was surprised you don't seem to understand why you work on new engine settings on the dyno and not on the race track.

Now that I've calibrated the engine mappings for these higher boost levels I can start using that on the race track. I don't intend to run 1.5 bar all the time as that is a bit unncessary, but when it's time to put in that maximum attack lap the boost will go up! Then if I see that the engine continues to work fine without sealing or other issues during next season I will likely wind up the boost further on the dyno and/or change to a larger turbo and re-start the process.

Duke

Raceboy

Good luck Gustaf! The work you have put into the car is astonishing and I think it can be clearly said that everyone who wants to modify 944 engine has benefited from this!

Paraphrasing you, I now whisper "Gustaf Burström" into my Holset turbocharger before each competition and so far it has served me well lol

V2Rocket

are you still running variocam?
does it go "full retard" at 4500rpm? curve makes an interesting turn up there.
5800 rpm too.

Duke

Duke

No variocam. The boost spiked to 1.6 and then dropped to 1.45 bar so the shape is due to the boost curve and not VE related.
Let's see if I can get hold of that 2.0 bar peak boost chart, it can indicate som interesting dyno queen numbers

Paulyy

gruhsy

Edit...never mind I finally found it searching

https://rennlist.com/forums/944-turb...ump-build.html

Duke's new 16v engine.

104.28 mm bore / 91 mm stroke.

* 91 mm stroker crank for Mitsibushi Evo rod size. Nitride hardened.
* Carillo rods
* ACL race rod bearings - great upgrade with this rod/crank spec
* 968 dry sleeved block with pinned girlde and 9/16 ARP head studs
* 968 head with Lindsey beehive valve springs
* 280/268 degrees camshafts
* Custom 1 7/8" 4-1 headers in 321
* CEP dry sump system
* Short runner intake from my previous engine
* Garrett GT3582R with 1.06 a/r T3
* Custom JE pistons in 2618

Other stuff that will be reused:
* Tial 44 mm wg
* Link G4 EMS
* Bosch 1200 cc high imp injectors
* Fuellab fuel pump and filter
* Larger intercooler
etc..



What connecting rods are in this again? There was mention of the offset grind in this one. You and Chris White were talking about that with a damaged crank you had?????? Or am I imagining things too early in the morning on no sleep???? Not sure if my questions make any sense???