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Shame no one else makes these, or something like them. Would be nice to buy some. Someone needs to get a 3D scan of something like this and then we could at least 3D print them.
Shame no one else makes these, or something like them. Would be nice to buy some. Someone needs to get a 3D scan of something like this and then we could at least 3D print them.
If I had the time I was thinking of buying and making new ones from CF. Three little ones have put lots of projects on the back burner. One day I'll miss the chaos though, I'm sure, so I don't mind getting nothing done...
If I had the time I was thinking of buying and making new ones from CF. Three little ones have put lots of projects on the back burner. One day I'll miss the chaos though, I'm sure, so I don't mind getting nothing done...
If you buy them I can scan them
Can easily model a mold that could be 3D printed....
I always wondered how the Manthey scoops seemed to do anything as they look like small pieces just tacked on. That side/under profile shows how pronounced they are. Maybe I want them now. I never liked my Toth side vents, they seemed too big, even molded to OEM pieces to make them all one-piece.
It's really deceptive how pronounced these are. The do take a significantly larger bite out of the slipstream compared to OEM. The design really is excellent from an aero standpoint because they have a profile the seamlessly blends with the inlets not only on the outside but also on the inside providing for undisturbed airflow thought the duct. This is one of the areas the Toth inlet ducts suffer as they are not contoured or blended properly on the inside and visually they don't quite go with the car but they do bring a benefit in my opinion. Although clearly at a different price point compared to the Toth ducts, the Manthey ducts are a winner from a form follows function standpoint.
Last edited by powdrhound; 04-18-2024 at 12:36 PM.
Not yet but getting ready to. Between travel, work, and the spotty Colorado weather this time of the year, haven't had a chance. It’s snowing at my house right now. Plans are to get out in two weeks for a 3 day weekend with Cervelli to continue set up and to focus on tweaking the suspension. Chris has a Mainline hub dyno at his shop now and has spend a decent amount of time tweaking and cleaning up the tune which is much easier to do with the Mainline compare to the Dynojet. He has also set up the M150 ECU with the Motec traction control firmware which is fully programmable and customizable. This will hugely improve with how well the car will be able put down power especially on turn exit. He also refreshed the Tilton carbon clutch so the car should be ready to go. Based on what we learned running the car at the end of last year, I changed out the front tender springs, tweaked the shock canister pressures and did a fresh wheel alignment on the car a few weeks ago to the specs below. The only thing left to do is to swap out rotors, pads, and do a brake flush.
Front camber: LEFT -4º42’ (-4.7º) RIGHT -4º40’ (-4.7º)
Front toe: -0º03’ (-0º06’ total)
Rear camber: LEFT -3º38’ (-3.6º) RIGHT -3º37’ (-3.6º)
Rear toe: +0.15' (+0.30' total)
Wheel base 2346mm Left, 2348mm Right
Can easily model a mold that could be 3D printed....
Yeah we need to get you a set to scan for sure. I;m not sure you can even get them from Manthey any more. I don't see them on their site, and have not for some time. Jim Toth use to have something similar, and he seems to have vanished too.
Not yet but getting ready to. Between travel, work, and the spotty Colorado weather this time of the year, haven't had a chance. It’s snowing at my house right now. Plans are to get out in two weeks for a 3 day weekend with Cervelli to continue set up and to focus on tweaking the suspension. Chris has a Mainline hub dyno at his shop now and has spend a decent amount of time tweaking and cleaning up the tune which is much easier to do with the Mainline compare to the Dynojet. He has also set up the M150 ECU with the Motec traction control firmware which is fully programmable and customizable. This will hugely improve with how well the car will be able put down power especially on turn exit. He also refreshed the Tilton carbon clutch so the car should be ready to go. Based on what we learned running the car at the end of last year, I changed out the front tender springs, tweaked the shock canister pressures and did a fresh wheel alignment on the car a few weeks ago to the specs below. The only thing left to do is to swap out rotors, pads, and do a brake flush.
Front camber: LEFT -4º42’ (-4.7º) RIGHT -4º40’ (-4.7º)
Front toe: -0º03’ (-0º06’ total)
Rear camber: LEFT -3º38’ (-3.6º) RIGHT -3º37’ (-3.6º)
Rear toe: +0.15' (+0.30' total)
Wheel base 2346mm Left, 2348mm Right
Yeah we need to get you a set to scan for sure. I;m not sure you can even get them from Manthey any more. I don't see them on their site, and have not for some time. Jim Toth use to have something similar, and he seems to have vanished too.
They are available. I have a friend that used to make them in Germany for Manthey and still makes them. They are $900 for the pair. He has a set in stock. PM me if interested.
Just acquired a 991Cup donor engine to be used for an engine build later this year. This is a sealed Porsche Motorsport engine with 7980 miles and 91hrs on the clock. This is one of the very last Merger race motors with all the latest bits and pieces produced near the end of 2015 before Porsche switched to the DFI race motor. Although not 100% decided yet, Chris will likely build this as a turbocharged 4.3L instead of the 4.0L I'm running now. Should be a fun build.
I had no idea they were still using the Mezgers up until 991, thought they (race cars) all went to the DI engines by then. Where did you find one with that many hours without being rebuilt? Thought the refresh was like 40hrs. That's a nice piece.
I had no idea they were still using the Mezgers up until 991, thought they (race cars) all went to the DI engines by then. Where did you find one with that many hours without being rebuilt? Thought the refresh was like 40hrs. That's a nice piece.
The 991.2Cups used the new DFI engines which have the distinct advantage of higher weight and lower CG. Long term durability is still a bit of a question mark on the DFI engines and they can supposedly only be rebuilt twice before being scrapped as they don't use replaceable liners in the case. The Mezger was used on the 991.1Cups through 2016. Basically Porsche knew the Mezger was a better engine for racing than what they put in the 991GT street cars during those years. It appears they did not have faith in the early DFI motors The overhaul interval is same on the 991Cup Mezgers as on the 997Cups and listed as 50hrs. The engines can safely go to 150hrs or more and evidently still look great when opened up. Even most race teams go to 100hrs on these generally. My bet is that this engine will be like new inside besides some bearing wear. We are going to be replacing the pistons/liners, rods, and all bearings anyway. If we go with a 4.3 build than the RSR 80.1mm crank will be swapped in place of the 76.4mm Cup crank otherwise it stays.
This engine was pulled by an Aussie race team from one of their cars and swapped out for a fresh new PM crate motor. As such it was available for purchase. It was exactly what I was looking for since it has the latest dual oil squirter German made Motorsport case along will all the latest parts like those were are already using in my current engine. Using a 996TT or 997TT engine for a build would not make sense as virtually none of the main parts could be used.
4.25L (referred to as a 4.3L) is the theoretical limit for this platform using an off the shelf RSR 80mm crank. Cervelli still needs to do the load calculations on this to make sure this would be feasible without compromising reliability.
04-18-2024, 08:35 AM
