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Still going strong. In fact the last couple of years have been developing many new parts for the air cooled engines. Building race engines still but with the downturn in racing , the high performance "street" engines have become a lot more common for us. The machining is still our bread and butter as well.
Steve Becker has joined PD and runs PD west and I have relocated to Florida to take are of the east coast along with our overseas customers. Steve did all of the cam work on those Cup engines back in the day at Andial.
Contact number is not the listed number on the web site. Now its my cel, 949 842 4601 if anyone needs further info on what was done.
Forgot to add, the list I posted was the list we received from Germany before the cam changes. I dyno'ed each engine after. Its those dyno reports I still need to find. Going back many years though.
Today I had the chance to unpack some old files. Found this.
Neil,
Very cool data, assume those must be the factory dyno tests and not the PMNA ones based on the dates and the fact that the port cars are included in this dataset.
Thanks for the info. Bob states only 4 were sealed. It would be nice to have more updated info. I guess when they finish the registry they hopefully will update some of the stats on these. So much has been unknown up until recently.
BTW I did find out about the axles. They do have a roll pin inserted into the end.
Here are the engine seals from 556, all of the racecars had their engines sealed along with the 4 parts car.
Hi Neil...I sent you a Private Message. Thanks for the great stuff!
Originally Posted by Neil Harvey
I’m often confused but on this one absolutely on point, if the original conversation was about the first 964 NA Cup program. I was working in the Andial race engine shop at the time. I personally did all of the engine dyno testing on every cup engine. We had to make sure all engines were equal.
All the engines were removed from the cars and either had the cam timing changed or cams replaced. This part I cannot remember, which. I can remember the engines had this change done. I am pretty sure I still have all the performance numbers for each engine in a file packed away somewhere.
Steve Becker who now works with me did all of the engine work, Rich Creedon and Eric Bloss did all of the engine in and outs along with the rest of the build work.
Eric still works for PMNA and probably has more info and a better memory.
Great to know that the 4 "Parts Cars" has the same engine as the race cars I'll look for this seal the next time she's up on the lift. Where is it located?
Passenger side cam cover. Mine was removed by the original owner's mechanic who change out the cam cover seals to stop a small oil leak. :-(
Originally Posted by 2swoosh
Great to know that the 4 "Parts Cars" has the same engine as the race cars I'll look for this seal the next time she's up on the lift. Where is it located?
We should also clarify that all of the 964 engines are nominally the same. Porsche selected higher output engine for the Carrera Cups and the 964 RS. It is my understanding that a combination of pistons & cylinders were selected that were known to create a higher compression ratio and yield more horsepower. The idea for the cups was to build cars that were as similar as possible horsepower wise. This was confirmed by the dyno data generated at Andial on the 25 race and 4 parts car. We would obviously love to get our hand on that data to go along with the Porsche factory HP data that Neil has already shared.
We should also clarify that all of the 964 engines are nominally the same. Porsche selected higher output engine for the Carrera Cups and the 964 RS. It is my understanding that a combination of pistons & cylinders were selected that were known to create a higher compression ratio and yield more horsepower. The idea for the cups was to build cars that were as similar as possible horsepower wise. This was confirmed by the dyno data generated at Andial on the 25 race and 4 parts car. We would obviously love to get our hand on that data to go along with the Porsche factory HP data that Neil has already shared.
It would be great to have one to dissect to see what actually was done. Neil seems to think they adjusted cam timing or changed cams. At least now i don't feel so bad when Rich or one of the other cup cars passed me in my stock-ish C2. I thought it was my driving but the extra HP and seam welding helps quite a bit.
I recently picked up a 964 which had the deck height adjusted to increase compression. I will be dyno testing this soon but I suspect it is about 275hp. So it seems increasing compression is a factor to seeing these numbers.
I have a dyno you can use anyday Anthony (awd Mustang) just lmk it's at Shamong, NJ off route 206
Thanks I have access to an AWD mustang as well. I appreciate the offer. Maybe one day I will get you up this way and we can dyno some cars. We used to put on a dyno day tech session each year for our local PCA region but Covid killed that.
My son would shoot me if I went someplace else. He is running the front office here. https://apexautowerks.com/
Not sure if other cup's have this "issue" as well. My other 964's ran fine on California 91 octane. My cup does not. I run a 50/50 mix of 100 octane and 91 in the cup to avoid pre-detonation. I wonder how much HP impact the timing advance has on its own. Its hard to compare the butt dyno on a car with a differently geared car with less weight...
I'm doing the same Matt, however more like 60%/40%(100). The car LOVES IT, and I can feel the difference.
Originally Posted by Matt Andrews
Not sure if other cup's have this "issue" as well. My other 964's ran fine on California 91 octane. My cup does not. I run a 50/50 mix of 100 octane and 91 in the cup to avoid pre-detonation. I wonder how much HP impact the timing advance has on its own. Its hard to compare the butt dyno on a car with a differently geared car with less weight...
02-04-2021, 10:05 AM
