Lightweight Engine Components
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Lightweight Engine Components
Attached are my last postings for the time being. The engine shows a few lightweight exterior compoments for 993/964 engines:
1. carbon fiber "sheet metal"
2. carbon fiber engine bracket
3. carbon fiber a/c compressor mount
4. titanium fasteners (bolts, nuts, washers)
5. titanium pulleys.
P.S. Although not shown, the lightweight alternator saves 7 pounds of weight and, along with components such as titanium rods, titanium exhaust and intake valves, lighweight pistons, metal matrix composite wrist pins, lightweight gears, drilled camshafts, etc. makes for improved spoolup.
1. carbon fiber "sheet metal"
2. carbon fiber engine bracket
3. carbon fiber a/c compressor mount
4. titanium fasteners (bolts, nuts, washers)
5. titanium pulleys.
P.S. Although not shown, the lightweight alternator saves 7 pounds of weight and, along with components such as titanium rods, titanium exhaust and intake valves, lighweight pistons, metal matrix composite wrist pins, lightweight gears, drilled camshafts, etc. makes for improved spoolup.
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To answer a question I suspect is coming, on a dyno, and with a/c, a legitimate and reliable 335/340 HP and 395 Nm of torque can be gotten from a 3.8 liter version of a 993/964 engine. If a/c is removed thereby allowing a different intake system (read slide valves, etc.), HP of in excess of 400 can be achieved without great difficulty. Again, this is reliable HP not the horsepower so often quoted by tuners which is temporary power from an overly stressed engine.
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From: Austin TX
Why didn't you go with a single pulley system? In a high reving engine it would reduce the strain on the alternator by slowing it down and decrease the likelyhood of throwing a belt. I think all factory engines that rev over 7500 had a single pulley.
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From: KC
[quote]Originally posted by Robert Linton:
<strong>Given the engine pictured is for a street application (with considerable idling and generally low RPM's), a single pulley would cause alternator and a/c issues.</strong><hr></blockquote>
These parts are all very cool. Perhaps I missed this in another thread, but what are you building? Is this a $250k street racer or ???
Regardless, neat stuff.
<strong>Given the engine pictured is for a street application (with considerable idling and generally low RPM's), a single pulley would cause alternator and a/c issues.</strong><hr></blockquote>
These parts are all very cool. Perhaps I missed this in another thread, but what are you building? Is this a $250k street racer or ???
Regardless, neat stuff.
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All of the parts are prototypes. Production versions, depending upon the component, are intended to have professional and amateur race use as well as for the people wanting a high level of "street" application.
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In fact, reducing weight from a race car can have multiple advantages over merely adding HP. Weight reduction helps fuel efficiency, acceleration (particularly rotating weight), deacceleration (particularly rotating weight), handling (particularly if unsprung) and, if directly from the engine, spool-up. Unfortunately, however, it is more expensive to reduce weight and improve the component than to add HP.
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From: KC
[quote]Originally posted by Robert Linton:
<strong>In fact, reducing weight from a race car can have multiple advantages over merely adding HP. Weight reduction helps fuel efficiency, acceleration (particularly rotating weight), deacceleration (particularly rotating weight), handling (particularly if unsprung) and, if directly from the engine, spool-up. Unfortunately, however, it is more expensive to reduce weight and improve the component than to add HP.</strong><hr></blockquote>
I think you misunderstood my comment, as I agree with you about weight. My preference is not to add HP but to start with a much lighter car than you are doing - then there is no need to strip weight out - a very expensive proposition as you point out.
<strong>In fact, reducing weight from a race car can have multiple advantages over merely adding HP. Weight reduction helps fuel efficiency, acceleration (particularly rotating weight), deacceleration (particularly rotating weight), handling (particularly if unsprung) and, if directly from the engine, spool-up. Unfortunately, however, it is more expensive to reduce weight and improve the component than to add HP.</strong><hr></blockquote>
I think you misunderstood my comment, as I agree with you about weight. My preference is not to add HP but to start with a much lighter car than you are doing - then there is no need to strip weight out - a very expensive proposition as you point out.
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From: 155 Commerce Drive | Fort Washington, PA 19034
Hi Robert
Incredibly beautiful and awesome parts & engine. Looks like the photos were taken at Porsche Motorsports NA.
I have a business idea.........but time is short my friend. I need to lease your engine and have it installed in my 993 by this thursday for the 3 day PCA race at Summit Point in West Virginia.
There are many infidels and barbarians at the gate of PCA C stock clubracing........your awesome engine is worth more in laptime and will more than level the battlefield.
AS Teddy Roosevelt said "speak softly and carry a big stick". I need an engine like that for my buddy Bill Walczak.
Keep us posted on the updates......they are awesome.
best regards
joe
<img src="graemlins/beerchug.gif" border="0" alt="[cheers]" />
Incredibly beautiful and awesome parts & engine. Looks like the photos were taken at Porsche Motorsports NA.
I have a business idea.........but time is short my friend. I need to lease your engine and have it installed in my 993 by this thursday for the 3 day PCA race at Summit Point in West Virginia.
There are many infidels and barbarians at the gate of PCA C stock clubracing........your awesome engine is worth more in laptime and will more than level the battlefield.
AS Teddy Roosevelt said "speak softly and carry a big stick". I need an engine like that for my buddy Bill Walczak.
Keep us posted on the updates......they are awesome.
best regards
joe
<img src="graemlins/beerchug.gif" border="0" alt="[cheers]" />
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155 Commerce Drive
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www.Fabspeed.com
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Exotic Car Performance Experts
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From: W. Palm Beach & Annapolis
Joe,
You do not need any high tech stuff. Just stick with your typical rule: Less lifting and steering input= faster times.
See you Friday... but probably not in my mirrors
You do not need any high tech stuff. Just stick with your typical rule: Less lifting and steering input= faster times.
See you Friday... but probably not in my mirrors
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Mark:
My apologies for misunderstanding. You are right, it would be better to start from a lighter car. But, for example, people buying 996's start with a 3000+ pound monster (the GT2 is 3100+) and even a GT3 RS (or the next version thereof) might benefit from certain research.
Joe:
If you permit me to remove the a/c and add the slide valves I can get you a legitimate 405(maybe 410) HP and spool up unlike any your have recently experienced -- removing 14+ pounds of rotating weight from the engine certainly has its uses. Also, if we use the engine only for racing, the single (titanium) pulley as per Greg could be used.
Joe:
One other thought -- can we use the 321/titanium exhaust system, the titanium springs, the aluminum/titanium dampers and the carbon fiber rear suspension and lightweight drive shafts and transmission output flanges - need to get that rear weight out!
My apologies for misunderstanding. You are right, it would be better to start from a lighter car. But, for example, people buying 996's start with a 3000+ pound monster (the GT2 is 3100+) and even a GT3 RS (or the next version thereof) might benefit from certain research.
Joe:
If you permit me to remove the a/c and add the slide valves I can get you a legitimate 405(maybe 410) HP and spool up unlike any your have recently experienced -- removing 14+ pounds of rotating weight from the engine certainly has its uses. Also, if we use the engine only for racing, the single (titanium) pulley as per Greg could be used.
Joe:
One other thought -- can we use the 321/titanium exhaust system, the titanium springs, the aluminum/titanium dampers and the carbon fiber rear suspension and lightweight drive shafts and transmission output flanges - need to get that rear weight out!
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Actually, for this purpose, the Ti is preferable. Of course, in some instances, as aluminum is lighter, it is the better choice. In others, because of Ti's properties, using aluminum would require a piece that is actually heavier than a titanium piece. Also, in certain instances, other metals such as drilled 300M or Vascomax might be most appropriate -- depending upon the usage.