PMO ITB's, DC 43 cam, JIC, Electromotive TEC3R, etc
07-27-2011, 08:18 PM
#121
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Thats from the Clewett Eng. Give Richard a call. Nice guy.
My parts just arrived! Sending the car via flatbed to another builder. He is more of a Porsche specialist but worked for TRD etc. The old shop is actually good, but since they are renovating the shop, it will take a week before I can drop the car there!! It is torture to see my car sitting in the garage and having the parts on hand.
I have wanted also to try this Porsche specialist. But again, nothing comes cheap.
My parts just arrived! Sending the car via flatbed to another builder. He is more of a Porsche specialist but worked for TRD etc. The old shop is actually good, but since they are renovating the shop, it will take a week before I can drop the car there!! It is torture to see my car sitting in the garage and having the parts on hand.
I have wanted also to try this Porsche specialist. But again, nothing comes cheap.
07-27-2011, 11:34 PM
#122
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Some pics on the parts! Pistons have pockets just in case I want to go RS size valves in the future. But, reading the excellence article on the Singer car, 9M opted for stock sized valves. Is that right Colin?
Was communicating with Bill of Extreme cylinder heads and he has all good feedback on 9M heads. I told him I was choosing between CMW, Extreme amd 9M. He said CMW machining is very crude. This ties-up with what I heard from Andy at flatsixengineering in Sing, wherein he said that you could get cut from the castings!
Pauter rods look the business. And the ARP bolts, look, well like bolts. LOL....
Nice pistons!
The Nickies!! Piece of art!
Was communicating with Bill of Extreme cylinder heads and he has all good feedback on 9M heads. I told him I was choosing between CMW, Extreme amd 9M. He said CMW machining is very crude. This ties-up with what I heard from Andy at flatsixengineering in Sing, wherein he said that you could get cut from the castings!
Pauter rods look the business. And the ARP bolts, look, well like bolts. LOL....
Nice pistons!
The Nickies!! Piece of art!
07-28-2011, 03:48 AM
#124
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Colin,
One thing occured to me when looking at your post.
Your VR on Motronic before Motec installation showed 380nm torque peak at FW using your TCFs. I believe this is approximately 280 lbft. The power showed at 275 FWHP. We assume HP numbers may be deficit due to the faulty coil being in play at that time too. However the factory figures for that specification engine is approx 255lbft. Removing the cats as I have found with standard mufflers will make a small difference too. However does that not seem high? Or is that a function of the TCF changing over the rpm range but remaining static when measuring the outputs on the dyno PC? I ask because Ive compared these charts closely with my own and I although I can see if I scaled my numbers up with a new TCF (say 15%) I get similar FWHP figures as you do for similar spec engine but I get much lower peak FWTQ figures. I was wondering why this might be.
Cheers
One thing occured to me when looking at your post.
Your VR on Motronic before Motec installation showed 380nm torque peak at FW using your TCFs. I believe this is approximately 280 lbft. The power showed at 275 FWHP. We assume HP numbers may be deficit due to the faulty coil being in play at that time too. However the factory figures for that specification engine is approx 255lbft. Removing the cats as I have found with standard mufflers will make a small difference too. However does that not seem high? Or is that a function of the TCF changing over the rpm range but remaining static when measuring the outputs on the dyno PC? I ask because Ive compared these charts closely with my own and I although I can see if I scaled my numbers up with a new TCF (say 15%) I get similar FWHP figures as you do for similar spec engine but I get much lower peak FWTQ figures. I was wondering why this might be.
Cheers
07-28-2011, 05:11 AM
#125
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Colin,
One thing occured to me when looking at your post.
Your VR on Motronic before Motec installation showed 380nm torque peak at FW using your TCFs. I believe this is approximately 280 lbft. The power showed at 275 FWHP. We assume HP numbers may be deficit due to the faulty coil being in play at that time too. However the factory figures for that specification engine is approx 255lbft. Removing the cats as I have found with standard mufflers will make a small difference too. However does that not seem high? Or is that a function of the TCF changing over the rpm range but remaining static when measuring the outputs on the dyno PC? I ask because Ive compared these charts closely with my own and I although I can see if I scaled my numbers up with a new TCF (say 15%) I get similar FWHP figures as you do for similar spec engine but I get much lower peak FWTQ figures. I was wondering why this might be.
Cheers
One thing occured to me when looking at your post.
Your VR on Motronic before Motec installation showed 380nm torque peak at FW using your TCFs. I believe this is approximately 280 lbft. The power showed at 275 FWHP. We assume HP numbers may be deficit due to the faulty coil being in play at that time too. However the factory figures for that specification engine is approx 255lbft. Removing the cats as I have found with standard mufflers will make a small difference too. However does that not seem high? Or is that a function of the TCF changing over the rpm range but remaining static when measuring the outputs on the dyno PC? I ask because Ive compared these charts closely with my own and I although I can see if I scaled my numbers up with a new TCF (say 15%) I get similar FWHP figures as you do for similar spec engine but I get much lower peak FWTQ figures. I was wondering why this might be.
Cheers
For fear of repeating myself, I'll say this again. A dynos is just a comparative tool to check the differences of engine performance when measured under the same conditions. You cannot compare results between two dynos because even if the dynos are relatively accurate, the conditions of the test will vary sufficiently to induce errors larger than the differences you are measuring. This is why I provided the before/after with the same engine tested in the same car with the same tyres, driven by the same operator and with the results corrected to DIN or SAE standards from the data recorded by the in-built weather station.
Macca, you simply have to focus on the relative gains, not the absolute numbers, OK?
07-28-2011, 05:17 AM
#126
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Some pics on the parts! Pistons have pockets just in case I want to go RS size valves in the future. But, reading the excellence article on the Singer car, 9M opted for stock sized valves. Is that right Colin?
Was communicating with Bill of Extreme cylinder heads and he has all good feedback on 9M heads. I told him I was choosing between CMW, Extreme amd 9M. He said CMW machining is very crude. This ties-up with what I heard from Andy at flatsixengineering in Sing, wherein he said that you could get cut from the castings!
Was communicating with Bill of Extreme cylinder heads and he has all good feedback on 9M heads. I told him I was choosing between CMW, Extreme amd 9M. He said CMW machining is very crude. This ties-up with what I heard from Andy at flatsixengineering in Sing, wherein he said that you could get cut from the castings!
Make sure your engine builder does his job properly and checks the bore tolerances of the pistons & cylinders, the compression ratio and the squish height of each cylinder.
07-28-2011, 07:08 AM
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For fear of repeating myself, I'll say this again. A dynos is just a comparative tool to check the differences of engine performance when measured under the same conditions. You cannot compare results between two dynos because even if the dynos are relatively accurate, the conditions of the test will vary sufficiently to induce errors larger than the differences you are measuring. This is why I provided the before/after with the same engine tested in the same car with the same tyres, driven by the same operator and with the results corrected to DIN or SAE standards from the data recorded by the in-built weather station.
Macca, you simply have to focus on the relative gains, not the absolute numbers, OK?
Macca, you simply have to focus on the relative gains, not the absolute numbers, OK?
08-01-2011, 05:53 AM
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The new Porsche specialist opened my engine to find out the real culprit of the engine failure. The previous mechanic FAILED TO PUT THE PINS for the camgears, which resulted in the cam timing, fluctuating wildly. Luckily, I only ruined my 4 exhaust valves, but I will change all of them. So, I guess my cr was decent. Now I dont trust the compression test they did.
Well I always wanted a 4l kit, so it will be installed. I am kinda feeling weird about this whole situation. Such a simple procedure to be overlooked.
We are having a slight port job done and having the cases machined to fit the larger cylinders as we wait for the new valves.
Life must go on right?
Well I always wanted a 4l kit, so it will be installed. I am kinda feeling weird about this whole situation. Such a simple procedure to be overlooked.
We are having a slight port job done and having the cases machined to fit the larger cylinders as we wait for the new valves.
Life must go on right?
08-01-2011, 06:06 AM
#130
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Camlob. Glad you got it sorted. Bent exhaust valves would have affected your CR. Why dont you just get the valves replaced, have it timed and put it together and finally enjoy it. You could sell the parts you bought. Im sure you would get almost what you paid for them on Rennlist. It means you can get on and enjoy the car without spending mega bucks more. It must have cost you a pretty penny already. Maybe put the cash towards a GT3 next time around. Just a thought. Rushing into these things isnt always the best way. I also have the proof from buying and tuning LINk for 3800 instead of identifying and replacing the coil pack for 200 usd....
08-01-2011, 07:03 AM
#132
OMG, you mentoined the previous garage performed a leakdown test which in their opinion showed the cilinders to be leaking...and now this comes up!
Everyone can make an unfortunate mistake...it's only human....but when someone makes mistake, after mistake, after mistake something is else is really wrong. The inadequacy of your previous garage is on the brink of criminal.
Whichever way you're having your engine rebuild I think it would make sense to have the entire process performed in a fully documented manner. This means having a detailed work sheet in which all individual process steps are documented, photographed and signed off by the person performing the job. By detailed I mean all tolerances measured and adjusted/machined before and after....in addition to measuring bearing clearances, piston/bore clearance and ring gapping this in effect means a complete 'dry build' with piston deck height checks, piston to valve clearance checks with correctly timed cams etc. etc.
Again have everything documented to the detail (Porsche/JE/Pauter prescribed tolerance range vs. actuals as measured) , also agree on a full guarantee to the work performed / entire engine. If they're unwilling to do so.....walk away!
Everyone can make an unfortunate mistake...it's only human....but when someone makes mistake, after mistake, after mistake something is else is really wrong. The inadequacy of your previous garage is on the brink of criminal.
Whichever way you're having your engine rebuild I think it would make sense to have the entire process performed in a fully documented manner. This means having a detailed work sheet in which all individual process steps are documented, photographed and signed off by the person performing the job. By detailed I mean all tolerances measured and adjusted/machined before and after....in addition to measuring bearing clearances, piston/bore clearance and ring gapping this in effect means a complete 'dry build' with piston deck height checks, piston to valve clearance checks with correctly timed cams etc. etc.
Again have everything documented to the detail (Porsche/JE/Pauter prescribed tolerance range vs. actuals as measured) , also agree on a full guarantee to the work performed / entire engine. If they're unwilling to do so.....walk away!
08-01-2011, 07:51 AM
#133
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Yeah the new mechanic is a Porsche specialist who is so fickle in terms of tolerances etc. He is Japanese, worked in Toms Racing(TRD) for 15 years and is in love with Porsches. He has one in Japan. I should have listened to my friends who were recommending him. The problem was, he didnt want to do the electricals for the ecu needed for the ITBs, hence I went with my old mechanic who actually did a good job in that dept.
I posted a thread before, saying that would it be worth it buying a 996 GT3 instead of modding the 993. But if I get a GT3 it will be a slippery slope again with the possibility of a 4l kit, suspension upgrades etc. So I think I would have spent much much more on the GT3 with the mods that I would do to it.
Besides, air cooled is where its at right? The uniqueness of an air cooled engine pumping out nice HP on a excellent soundtrack will be intoxicating.
I already discounted that my engine needed a rebuild so its ok. Just sad on how errors materialized on such a simple procedure. It actually crossed my mind that to mention to them that my cam gears had the pins, as compared to the later 993s. But I didnt tell them. Ha...ha...providence is the key word.
I posted a thread before, saying that would it be worth it buying a 996 GT3 instead of modding the 993. But if I get a GT3 it will be a slippery slope again with the possibility of a 4l kit, suspension upgrades etc. So I think I would have spent much much more on the GT3 with the mods that I would do to it.
Besides, air cooled is where its at right? The uniqueness of an air cooled engine pumping out nice HP on a excellent soundtrack will be intoxicating.
I already discounted that my engine needed a rebuild so its ok. Just sad on how errors materialized on such a simple procedure. It actually crossed my mind that to mention to them that my cam gears had the pins, as compared to the later 993s. But I didnt tell them. Ha...ha...providence is the key word.
08-01-2011, 08:12 AM
#134
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To give credit to my old mechanic, he offered to pay for the parts that broke. I think that is in good faith and feel comfortable with that. It could be that when the car came in, there were no pins, and the bolts were just over torqued not to slip.
Well like I said, always wanted a 4l kit....where is my psychiatrist?
Well like I said, always wanted a 4l kit....where is my psychiatrist?
