Ninemeister: Porsche - 993 - RSR
08-12-2010, 06:35 PM
#46
08-13-2010, 09:27 PM
#47
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wtdoom,
I must have watched that video ten times over the course of time since it was posted here - whenever I need a 993 fix but can't get out. That whole production is top-knotch, and it makes me want to ship mine over to the meisters!
LOVE your car!!
Good to have you here on rennlist too...
I must have watched that video ten times over the course of time since it was posted here - whenever I need a 993 fix but can't get out. That whole production is top-knotch, and it makes me want to ship mine over to the meisters!
LOVE your car!!
Good to have you here on rennlist too...
08-16-2010, 10:27 PM
#48
wtdoom,
I must have watched that video ten times over the course of time since it was posted here - whenever I need a 993 fix but can't get out. That whole production is top-knotch, and it makes me want to ship mine over to the meisters!
LOVE your car!!
Good to have you here on rennlist too...
I must have watched that video ten times over the course of time since it was posted here - whenever I need a 993 fix but can't get out. That whole production is top-knotch, and it makes me want to ship mine over to the meisters!
LOVE your car!!
Good to have you here on rennlist too...
Dear Zechunique . The vid was put together by a friend of mine Rob . He is a wizard around stuff like that and does shoots like that for cars all the time ( for fun , he uses it as practice and is a true petrolhead ) . Ill pass on your kind words to him , thanks
08-17-2010, 03:18 PM
#49
Burning Brakes
08-17-2010, 03:48 PM
#50
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OK, so here's what I have been up to for the last few weeks:
New parts added:
GT3 Crankshaft
9m steel GT3 connecting rods
9m High Lift camshafts
9m Hig Lift steel valves
9m High Lift valve springs, retainers, platforms
Stuff kept from previous specification:
GT3 oil pump
Windage ported & dowel pinned cases
103mm 9m pistons & cylinders
9m Billet heads
9m ITB Intake System
9m Exhaust System
9m Motec M600 ecu & loom
I used this engine as the perfect excuse to christen my new electronic camshaft measuring equipment - took me a good few days to make all the mounting hardware then another couple of days to learn how to use it properly, however the effort was defnitely worthwhile. In the end I managed to get the camshaft timing to within 0.12 degrees of optimum and only 0.02 degrees between the two sides of the engine, in comparison with my previous method which utilised a 16" alluminium degree wheel & machined pointer. I set the cams up with the degree wheel before I started and spent a lot of time to get it "right", however after checking with the transducers the cams were 0.35 degrees out to each other and around 1 degrees from perfect (and believe me, that's good by any normal standards !!!).
Final shot was taken an hour ago when I finished installing the intake system. Refit the exhaust tomorrow and back in the car by Thursday......
New parts added:
GT3 Crankshaft
9m steel GT3 connecting rods
9m High Lift camshafts
9m Hig Lift steel valves
9m High Lift valve springs, retainers, platforms
Stuff kept from previous specification:
GT3 oil pump
Windage ported & dowel pinned cases
103mm 9m pistons & cylinders
9m Billet heads
9m ITB Intake System
9m Exhaust System
9m Motec M600 ecu & loom
I used this engine as the perfect excuse to christen my new electronic camshaft measuring equipment - took me a good few days to make all the mounting hardware then another couple of days to learn how to use it properly, however the effort was defnitely worthwhile. In the end I managed to get the camshaft timing to within 0.12 degrees of optimum and only 0.02 degrees between the two sides of the engine, in comparison with my previous method which utilised a 16" alluminium degree wheel & machined pointer. I set the cams up with the degree wheel before I started and spent a lot of time to get it "right", however after checking with the transducers the cams were 0.35 degrees out to each other and around 1 degrees from perfect (and believe me, that's good by any normal standards !!!).
Final shot was taken an hour ago when I finished installing the intake system. Refit the exhaust tomorrow and back in the car by Thursday......
08-18-2010, 04:23 AM
#52
Why do I feel so left out!
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ok,
I am not much of an N/A guy but holy mother of Christ - that is an intoxicating sound.....
Nice one Colin.
Simon.
I am not much of an N/A guy but holy mother of Christ - that is an intoxicating sound.....
Nice one Colin.
Simon.
08-18-2010, 12:16 PM
#53
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http://www.youtube.com/watch?v=dAkzsrV6BIc
And if it's noise you're after, try this from 3min 30 seconds....
http://www.youtube.com/watch?v=8VmS_xI04eY
Hopefully I will be able to add a 3.8 litre high lift engine test movie to my 4.0 litre one soon...
Enjoy!
08-18-2010, 07:15 PM
#54
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Originally Posted by wtdoom
I will try and get some footage at spa next month ( if i can hire a camera ) . Its funny about the video . I have a friend Rob he is a wiz with video and mixing etc . He made the vid himself as an experiment with some new equipment . We all laughed at him not knowing how great it would turn out . Needless to say he never lets us live it down
08-19-2010, 11:44 PM
#57
Rennlist Member
Awesome. Please take video gear.
08-20-2010, 10:01 AM
#59
OK, so here's what I have been up to for the last few weeks:
New parts added:
GT3 Crankshaft
9m steel GT3 connecting rods
9m High Lift camshafts
9m Hig Lift steel valves
9m High Lift valve springs, retainers, platforms
Stuff kept from previous specification:
GT3 oil pump
Windage ported & dowel pinned cases
103mm 9m pistons & cylinders
9m Billet heads
9m ITB Intake System
9m Exhaust System
9m Motec M600 ecu & loom
I used this engine as the perfect excuse to christen my new electronic camshaft measuring equipment - took me a good few days to make all the mounting hardware then another couple of days to learn how to use it properly, however the effort was defnitely worthwhile. In the end I managed to get the camshaft timing to within 0.12 degrees of optimum and only 0.02 degrees between the two sides of the engine, in comparison with my previous method which utilised a 16" alluminium degree wheel & machined pointer. I set the cams up with the degree wheel before I started and spent a lot of time to get it "right", however after checking with the transducers the cams were 0.35 degrees out to each other and around 1 degrees from perfect (and believe me, that's good by any normal standards !!!).
Final shot was taken an hour ago when I finished installing the intake system. Refit the exhaust tomorrow and back in the car by Thursday......
New parts added:
GT3 Crankshaft
9m steel GT3 connecting rods
9m High Lift camshafts
9m Hig Lift steel valves
9m High Lift valve springs, retainers, platforms
Stuff kept from previous specification:
GT3 oil pump
Windage ported & dowel pinned cases
103mm 9m pistons & cylinders
9m Billet heads
9m ITB Intake System
9m Exhaust System
9m Motec M600 ecu & loom
I used this engine as the perfect excuse to christen my new electronic camshaft measuring equipment - took me a good few days to make all the mounting hardware then another couple of days to learn how to use it properly, however the effort was defnitely worthwhile. In the end I managed to get the camshaft timing to within 0.12 degrees of optimum and only 0.02 degrees between the two sides of the engine, in comparison with my previous method which utilised a 16" alluminium degree wheel & machined pointer. I set the cams up with the degree wheel before I started and spent a lot of time to get it "right", however after checking with the transducers the cams were 0.35 degrees out to each other and around 1 degrees from perfect (and believe me, that's good by any normal standards !!!).
Final shot was taken an hour ago when I finished installing the intake system. Refit the exhaust tomorrow and back in the car by Thursday......
how's that motor compare to the singer motors?
08-20-2010, 10:47 AM
#60
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The Singer motor uses the same 9m lightweight rockers but without the HL valves, springs & cams because we do not need to push this engine to the edge of development (or cost) to get the performance the car needs.
For reference:
Stock 964 mechanical rocker = 128g
Lightened 964 rocker = 120g
Porsche Motorsport 993 rocker = 88g
all the above are limited to 13mm lift by the pad length
Production 9m High Lift billet rocker = 92g
Super lightweight 9m HL billet rocker = 84g (photo below)
Both of which have pads long enough for 15m lift.
The difference between the superlight and standard production rocker is down to the detail "scanning" of the surface (detail milling) which allows us to waist the thread end to a cotton reel profile, however because of the additional machining time it takes the price up from £230 each to £350 each, hence why we only make them to special order.....