America GS Consolidated Thread
02-22-2010 | 08:35 AM
#91
Racer
Joined: Feb 2009
Posts: 269
Likes: 2
From: Cologne Germany
In Adrian Streather´s Enthusiasts Companion "Auftragsnummer 964" this car is told to be the very last ever build 964 Carrera 2 Turbo Look. ( Euro Spec. America Roadster )
In meantime i know that this story is not true! So i simply want to know if it is a REAL 964 650 and a car for my Register.
Norbert
Last edited by TL-Register; 02-23-2010 at 03:26 PM. Reason: caused trouble
02-22-2010 | 05:14 PM
#94
Drifting
Joined: Jun 2002
Posts: 2,464
Likes: 25
From: colchester UK
Why do you need more than has already been shared? Count yourself lucky, it;s a bit of a privilige in my book that this much has been shared.
kevin
03-01-2010 | 08:31 AM
#95
Race Car
Joined: Mar 2002
Posts: 3,558
Likes: 512
New Carbon Fiber CAM Covers
Doing a redesign of the valve covers in carbon. Attached are screen shots of the CAD. The top hats, by the way, will be titanium. In total, 50% weight savings over the plastic versions.
03-01-2010 | 10:26 AM
#98
Race Car
Joined: Mar 2002
Posts: 3,558
Likes: 512
The answer is several fold. First, when the 964 was developed, Porsche did not use CAD. Second, in some instances, Porsche then, as today, has certain components designed by its suppliers which, at least in the days of the 964, were also without CAD. Third, in most cases, neither Porsche nor its suppliers have retained the 2D drawings from 20 years ago.
This being said, when they were available, original drawings were used as reference points. Notwithstanding, all original parts were scanned and the scans were checked by various methods including coordinate measuring machines (CMM) against actual parts and, if available, old drawings. In turn, the scans are imported into Catia, leading CAD software. That, however, is where the "fun" begins -- translating a component into another material (e.g., carbon composite, alloys of aluminum, titanium, combinations of the foregoing, etc.) entails redesign including finite element analysis (FEA) for proper functionality and weight optimization due to the different properties (e.g., strengths, stiffness, hardness, durability, malleability, expansion/contraction, etc.) of the new materials and, of course, of the processes to be used to produce the new components. Finally, the finished design is available in 3D and 2D to be used as appropriate for making tooling (e.g., for composite parts, casting, forging, etc.), machining parts, etc. Lastly, as appropriate, testing is conducted and modifications made if necessary.
This being said, when they were available, original drawings were used as reference points. Notwithstanding, all original parts were scanned and the scans were checked by various methods including coordinate measuring machines (CMM) against actual parts and, if available, old drawings. In turn, the scans are imported into Catia, leading CAD software. That, however, is where the "fun" begins -- translating a component into another material (e.g., carbon composite, alloys of aluminum, titanium, combinations of the foregoing, etc.) entails redesign including finite element analysis (FEA) for proper functionality and weight optimization due to the different properties (e.g., strengths, stiffness, hardness, durability, malleability, expansion/contraction, etc.) of the new materials and, of course, of the processes to be used to produce the new components. Finally, the finished design is available in 3D and 2D to be used as appropriate for making tooling (e.g., for composite parts, casting, forging, etc.), machining parts, etc. Lastly, as appropriate, testing is conducted and modifications made if necessary.
03-18-2010 | 01:10 AM
#99
Rennlist Member
Joined: Feb 2010
Posts: 90
Likes: 1
From: St. Louis MO
Robert, I have always loved your car! I have some of the first publications on this car. Your car has inspired me to purchase 2 factory Roadsters and build 2 other Roadsters. Today I have a 400hp speedster that’s been in storage for 13 years. 10 year collection of rare parts. You could park mine next to your GS and build two ultra light weight 964’s. Not sure why you are replacing the whole floor? Is that correct? Scott
03-31-2010 | 01:02 PM
#100
Thread Starter
Professor of Pending Projects
Rennlist Member
Rennlist Member
Joined: Nov 2001
Posts: 9,891
Likes: 23
From: Orlando, FL
Link to the specific thread added to the first post.
Engine testing has started
[mg]https://rennlist.com/forums/attachments/964-forum/426122d1268370807-new-america-gs-engine-it-starts-cartridge-test-engine-3.jpg[/img]
Engine testing has started
[mg]https://rennlist.com/forums/attachments/964-forum/426122d1268370807-new-america-gs-engine-it-starts-cartridge-test-engine-3.jpg[/img]
Originally Posted by Robert Linton
First Test Engine -- more to follow. Dyno testing begins the week after next. 4 Liters -- and has A/C. ...
First test engine on engine dyno was a legitmate 392 HP. Second version with test parts less than 370 HP. Third engine ready for testing in a few weeks when new cams completed.
We are only using Porsche Parts. If anyone else wants to submit parts at no cost or expense, and such parts are deemed by us to be appropriate for test, we will do so. Final engine parts, however, may be made in different materials, e.g., final connecting rods will be titanium, final wrist pins will be composite, etc.
Remember this is only a test engine for dyno -- which is also why no A/C pulley (which, by the way, is titanium). The final one going into the America GS will have an appropriate use of carbon composites in a variety of components such as wrist pins, the induction system, cam covers, engine cradle, blade mounting bracket, rigid engine mounts, bypass pipe, wire manager, etc., etc. As to the fan, as it is already magnesium, transforming it into carbon would accomplish little if anything given the need for a mounting hub in metal and balancing issues.
Regarding the Tiptronic, it was specicially built by Porsche AG for increased torque.
First test engine on engine dyno was a legitmate 392 HP. Second version with test parts less than 370 HP. Third engine ready for testing in a few weeks when new cams completed.
We are only using Porsche Parts. If anyone else wants to submit parts at no cost or expense, and such parts are deemed by us to be appropriate for test, we will do so. Final engine parts, however, may be made in different materials, e.g., final connecting rods will be titanium, final wrist pins will be composite, etc.
Remember this is only a test engine for dyno -- which is also why no A/C pulley (which, by the way, is titanium). The final one going into the America GS will have an appropriate use of carbon composites in a variety of components such as wrist pins, the induction system, cam covers, engine cradle, blade mounting bracket, rigid engine mounts, bypass pipe, wire manager, etc., etc. As to the fan, as it is already magnesium, transforming it into carbon would accomplish little if anything given the need for a mounting hub in metal and balancing issues.
Regarding the Tiptronic, it was specicially built by Porsche AG for increased torque.
04-05-2010 | 09:33 PM
#103
Race Car
Joined: Mar 2002
Posts: 3,558
Likes: 512
Progress and a bit of the reverse. The titanium torque converter is, at long last, almost ready for final assembly and electron beam welding. The new hoses, fittings and oil cooler manifold are being made. An aluminum heat sync is in machining as is a magnesium adaptor ring for the transmission. A new material allegedly capable of withstanding more than 600º C (1112º F) and short blats up to 1000º C (1822º F) is being tested for a variety of uses. I am considering using the lightweight windshield that Porsche AG supplied to me several years ago. The only major, and it is major, stumbling block is the engine. The first test engine was a failure as parts supplied did not come even close to living up to what was promised -- and, further, they were more than a month late. So, now, back to the engine dyno to try several other ideas. Hope the next dyno run will be within a month. Also, as the final configuration of the engine is in doubt, the carbon fiber valve covers are at a halt until it is determined whether or not to go coil over plug.
04-06-2010 | 11:07 AM
#104
Thread Starter
Professor of Pending Projects
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Joined: Nov 2001
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From: Orlando, FL
... The first test engine was a failure as parts supplied did not come even close to living up to what was promised -- and, further, they were more than a month late. So, now, back to the engine dyno to try several other ideas. Hope the next dyno run will be within a month. Also, as the final configuration of the engine is in doubt, the carbon fiber valve covers are at a halt until it is determined whether or not to go coil over plug.