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Very cool! Is it street driven or track only? Did you use the entire 911 multi-link rear suspension? I considered using a cup sequential transmission but it's too fragile to handle the torque reliably.
I'll bet it sounds bitchin'! Most of my competitors are 996, 997 and 991 cup cars. I love the sound racing in a pack of those bad boys. My car is relatively quite with the turbos and only revving to 7,000.
Awesome build. Were you running the tractive shocks previously or is this your first try with them? Why did you choose to go that route versus other high quality setups?
I ran the Tractive / DSC setup last season. I've know Mike Levitas for a long time and I was very impressed with the lap time improvements he made with his cup car over triple adjustable shocks. I had to change out the rears to 911 style, added remote resavours and have the new competition version of the control system.
Thanks for the info. I'm a little on the fence given the price premium. What did you think during last season when you ran them? Obviously you liked them enough to stick with them, but I'd appreciate any other feedback on laptime improvements and/or subjective feel.
Shawn, I have no direct comparison with other shocks on my car. However I can share the input of the builder of my car Dwain Dement of Vision Motorsports a former pro driver and holder of many POC track records. " What I like about these shocks is there is no compromise in shock set up for any turn on the track" "With standard double or triple adjustable shocks if I optimize for one type of turn, I'm at less than optimum for another". Another advantage is that since the system takes CAN inputs it can react to control inputs before the car has a physical change in attitude as detected by the accelerometers. For example a rise in brake pressure will allow the system to anticipate the weight shift forward before it actually happens. Variable anti squat and dive compensation doesn't exist with manual shocks.
The car will be very different this year as several variables will be changed at once. The 911 style rear suspension, the new controller with suspension velocity sensing, 1" wider rear wheels and maybe some aero changes. It will be very interesting to see how driveability will change. Of course a paddle shifted sequential gearbox and +200 HP may make a difference too! LOL
Lots of changes to the car since my last post. As this is a one of a kind car there have been some hard and expensive lessons learned. Heat management for the intercooler and transmission resulted in a change to much more efficient turbos (Garrett G25) and a much larger inlet scoop. I was paranoid about engine oiling so we added an external oil pump and tank for a dry sump system. These changes produced 710 WHP @1.3 Bar with rock solid oil pressure on the track from the 4.0 L M97. Unfortunately even at 1.0 Bar the heads where lifting causing exhaust gas to leak into the water jacket. Rather than O ringing the head we decided to go to the tried and true 996 TT Mezger. We built a 3.8L with a stout lower end, race cams and GT3 intake manifold.
The next issue to address was tearing up axle shafts with 625 LB/FT of torque. We needed to improve the axle geometry. The Albins is longer than the Porsche gearboxes because of the larger ring and pinion. A re-engineered front motor mount and machining 25mm from the bell housing gave us perfect horizontal alignment. The shallow oil sump on the Mezger allows a 2" lowering for the gearbox and engine improving the vertical axle angle and a big improvement in the center of gravity.
As part of the aero package the existing side radiators where removed and a large central radiator was added. The nose of the car was reshaped to direct air as needed.
We are targeting mid August to finish the car and start testing.
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