9m93RS Clubsport GT2 look: Engine
11-27-2008, 09:32 PM
#47
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Sorry, what with rushing to install the engine to get it mapped after hours, I ended up on my own in the shop which meant that we couldn't film the dyno. If I get the chance tomorrow I'll make sure to video the car and upload the movie on our new website.
Oh, and maybe I should mention that the car's off to Brands Hatch on Sunday for it's first trackday....
Oh, and maybe I should mention that the car's off to Brands Hatch on Sunday for it's first trackday....
11-28-2008, 06:40 AM
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Thanks Lads, it's appreciated.
Just thought that I should add one more comment about this engine. Aside from the beautiful candy apple red paint and the other detailing, what you have here is an engine that is just assembled from standard 9m Racing engine components, i.e. without added snake oil. The bottom end was build with standard bearings, the rods, pistons & cylinders were randomly picked from a selection of stock as were the valve train components, the heads were straight from our production line, the ITB's are the same spec as I have been running for years, the exhaust is a production item, I'm sure you get the message.
The only "difficult" jobs in the build of this whole engine were relieving the oil pump for the Carrillos, matching the windage slots in the cylinders to the crankcase, setting the cam timing (this has to be perfect) and aligning the intake parts. OK, mapping the motec system takes some time but you would expect that in any case. The point is that any competent 911 engine specialist should be able to use the same parts and get similar results (allowing for fuel/temperature/humidity, etc.) provided they could do these item correctly. That said, I've also lost count of the number of engines we have measured different the cam timing on each side of the engine ....
Just thought that I should add one more comment about this engine. Aside from the beautiful candy apple red paint and the other detailing, what you have here is an engine that is just assembled from standard 9m Racing engine components, i.e. without added snake oil. The bottom end was build with standard bearings, the rods, pistons & cylinders were randomly picked from a selection of stock as were the valve train components, the heads were straight from our production line, the ITB's are the same spec as I have been running for years, the exhaust is a production item, I'm sure you get the message.
The only "difficult" jobs in the build of this whole engine were relieving the oil pump for the Carrillos, matching the windage slots in the cylinders to the crankcase, setting the cam timing (this has to be perfect) and aligning the intake parts. OK, mapping the motec system takes some time but you would expect that in any case. The point is that any competent 911 engine specialist should be able to use the same parts and get similar results (allowing for fuel/temperature/humidity, etc.) provided they could do these item correctly. That said, I've also lost count of the number of engines we have measured different the cam timing on each side of the engine ....
Last edited by NineMeister; 11-28-2008 at 09:47 AM.
12-09-2009, 12:09 AM
#51
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Colin, sorry to revive an old thread but you seem to be a perfectionist striving for every last bit.
I'm assuming you have flowed the heads with the insulators in place and found the injector spray relief to not be costing you any horsepower when you are running the insulators and raised injectors?
I'm assuming you have flowed the heads with the insulators in place and found the injector spray relief to not be costing you any horsepower when you are running the insulators and raised injectors?
12-09-2009, 09:11 PM
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All the best,
02-09-2010, 05:38 PM
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As the owner of one of the first two 9m +2 (top end, heads, valves, cams, solid lifters, remap) I am now up to ~ 115k miles, so have driven about 35k miles and still going strong 80% track, 20% road and hasn't even needed the solid lifters adjusting (has been checked at service intervals but each time still in spec, so can vouch for reliability) (mine is the NVR conversion) the bottom end was unchanged, just the rings changed.
02-10-2010, 07:09 AM
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It's an interesting point.
The last time I checked, we were selling the 9m billet heads cheaper than a new factory part, the 9m sport cams were the pretty much the same price, as are the 9m valve springs and Ti retainer set in comparison to the original Porsche springs & steel retainers. Not sure how we can sell specialised parts made in low volume cheaper than Porsche?
Interestingly I spent all day yesterday at our manufacturing company, in discussion with the MD we concluded that the aircooled cylinder head program (to date) has cost us around £100,000-£125,000 (nearly $200k) and both of us are fully aware that we will never earn this back.
Hence, I think the fact that we can still make & sell them at the price we do tells you how committed 9m is to supporting the aircooled engine fraternity in the years to come.
So you're darn right, we are crazy.
The last time I checked, we were selling the 9m billet heads cheaper than a new factory part, the 9m sport cams were the pretty much the same price, as are the 9m valve springs and Ti retainer set in comparison to the original Porsche springs & steel retainers. Not sure how we can sell specialised parts made in low volume cheaper than Porsche?
Interestingly I spent all day yesterday at our manufacturing company, in discussion with the MD we concluded that the aircooled cylinder head program (to date) has cost us around £100,000-£125,000 (nearly $200k) and both of us are fully aware that we will never earn this back.
Hence, I think the fact that we can still make & sell them at the price we do tells you how committed 9m is to supporting the aircooled engine fraternity in the years to come.
So you're darn right, we are crazy.
02-10-2010, 05:28 PM
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to 9M! Keep up the good work!
02-10-2010, 06:47 PM
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It's an interesting point.
The last time I checked, we were selling the 9m billet heads cheaper than a new factory part, the 9m sport cams were the pretty much the same price, as are the 9m valve springs and Ti retainer set in comparison to the original Porsche springs & steel retainers. Not sure how we can sell specialised parts made in low volume cheaper than Porsche?
Interestingly I spent all day yesterday at our manufacturing company, in discussion with the MD we concluded that the aircooled cylinder head program (to date) has cost us around £100,000-£125,000 (nearly $200k) and both of us are fully aware that we will never earn this back.
Hence, I think the fact that we can still make & sell them at the price we do tells you how committed 9m is to supporting the aircooled engine fraternity in the years to come.
So you're darn right, we are crazy.
The last time I checked, we were selling the 9m billet heads cheaper than a new factory part, the 9m sport cams were the pretty much the same price, as are the 9m valve springs and Ti retainer set in comparison to the original Porsche springs & steel retainers. Not sure how we can sell specialised parts made in low volume cheaper than Porsche?
Interestingly I spent all day yesterday at our manufacturing company, in discussion with the MD we concluded that the aircooled cylinder head program (to date) has cost us around £100,000-£125,000 (nearly $200k) and both of us are fully aware that we will never earn this back.
Hence, I think the fact that we can still make & sell them at the price we do tells you how committed 9m is to supporting the aircooled engine fraternity in the years to come.
So you're darn right, we are crazy.
If my 3.8L TT ever needs new heads you will be hearing from 
02-10-2010, 08:43 PM
#60
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