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Man that major disassembly for any maintenance.
I made everything to be able to be disconnected with joins , in the race car so I can rotate engines , to check for wear and any maintenance, what you have shown is a nightmare , congratulations on being so brave.
Specifically what routine maintenance is problematic in this design? The air filter will be accessible easily. The oil filter with not too much trouble. Oil change is not any more complicated than with the stock car, except instead of one plug you open three. The full windshield wiper reservoirs are retained. Flushing the coolant system is not materially more complicated than with the stock car. With the new pipe routing, replacing aux belts without lift likely requires removing the air filter box, but again doesn't sound like a big deal. I'm wondering what maintenance you have in mind that can't be performed easily with this system?
Changing the turbos is a major ordeal, but compared to say my three factory stock twin turbo AMGs, it's actually a lot less hours to do that with John's twin-turbo 928 system. For the factory stock AMGs, the entire engine needs to come out if you want to replace say the compressor cover. And with water-cooled ball bearing turbos (instrumented with speed sensors) there's no need to rebuild these turbos ever anyway.
So what's the maintenance problem you are referring to?
No need to be testy , I was not meaning any critiicsm, I was complimenting the amount of work involved ,the 928 is already tight for any maintenance, I am used to dropping the engine , for most things that need to be done , as my units spend a lot of time at high load , and recently had one go bang.
It looked like the alloy pipes which is shown in a picture snake their way through the engine bay , in the small confines that is there.
I have never driven a turbo v8 , I imagine it would be an amazing experience !
I wonder has anyone done one with a dry sump and raced it ?
If the silicone hose heat shield is supported at both ends then wouldn't make it flex all the time?
It's got to be made to flex, if it's attached from both ends. Those materials exist. If it's very rigid like stainless steel sheet with folds, it has to be shorter and can only be attached from one end. Also, the steel wire inside the silicone part will help distribute heat as the last line of defense.
Originally Posted by john gill
No need to be testy , I was not meaning any critiicsm, I was complimenting the amount of work involved ,the 928 is already tight for any maintenance, I am used to dropping the engine , for most things that need to be done , as my units spend a lot of time at high load , and recently had one go bang.
It looked like the alloy pipes which is shown in a picture snake their way through the engine bay , in the small confines that is there.
I have never driven a turbo v8 , I imagine it would be an amazing experience !
I wonder has anyone done one with a dry sump and raced it ?
A twin turbo v8 is always a packaging nightmare and driving daydream. It's a small miracle that John's been able to design the system such that it can be installed with the engine in stock chassis. The exhaust manifold design in particular was a lot more costly endeavor to allow for install without pulling the engine. If one wouldn't have to pull the whole engine, I'd already have put bigger compressors into my E63S Wagon.
What class would one race a twin turbo 928 in? I've toyed with the idea of running an endurance test of the turbo system and stock motor in a race car chassis.
Over here in Oz it would probably be sports sedan , there are some monster cars in that, 900 hp corvette s etc on a tube frame chassis.
Its very competitive though (what isnt come to think of it)
Let's see if Google is going to put this post on top of the Google news because of the subject line. They've been training the web operatives of Hillary's campaign for three and half years on SEO while paying them a salary. Consequently, mentioning Donald Trump and dark vision anywhere on the web will get you all kinds of crazy Google hits! ;-)
No matter how you got here, enjoy the photo and forget about the politics for a little while. This is what the gray filter will look like thru the semitransparent cover:
Nice and professional work, the fan tray is made by John and fans are something like SPAL?
Since top of radiator is very hot, I made a cover from sheet metal to top of rad and placed sheet of insulation material between rad and cover,
this lowered the temperature significally. Newer measured if this lowered intake temps, but the radiator before filter assembly could be somewhat great source for extra intake heat..
Just an idea to think
Is the engine already the final version with all the power parts inside?
Nice and professional work, the fan tray is made by John and fans are something like SPAL?
Yes.
Originally Posted by simos
Since top of radiator is very hot, I made a cover from sheet metal to top of rad and placed sheet of insulation material between rad and cover,
this lowered the temperature significally. Newer measured if this lowered intake temps, but the radiator before filter assembly could be somewhat great source for extra intake heat..Just an idea to think
Is the engine already the final version with all the power parts inside?
We'll measure the temps at multiple places and fix/redesign/bandaid any issue that we may find. There are no known weaknesses in the system as far as the temperatures and pressure losses are concerned.
There's no such thing as the final engine version.
This version in the car is one experiment. It has lower static compression and big cams, bigger than GT profiles. We're hoping that the new exhaust manifold, turbos, and plumbing will give us a good enough intake/exhaust pressure differential that those N/A style cams will work great up to the rpm where the 90-degree exhaust interference kills us. We believe it'll work great, but we don't know before we try it do it's always an experiment in that sense.
We're hoping that the new exhaust manifold, turbos, and plumbing will give us a good enough intake/exhaust pressure differential that those N/A style cams will work great up to the rpm where the 90-degree exhaust interference kills us
08-04-2016, 08:16 PM
