Noahs944

KVDR, your attention to detail is TOP NOTCH. Every time I see your photos I am jelly I will come by to visit you this summer if that's okay. Thanks for the kind words!

Noahs944

This is probably as close as I've ever come to being a machinist. LOL.
As you can see by the markings left on the top left intake spacer, my plan to use the hydraulic tool failed. In a big way. Man this 6000 series aluminum is friggen tough!
This tool will normally rated to max out at 1/8" mild steel. This is 1/4" alu.

ealoken

Nice progression Noah
If you want, i can take some pictures of my 951 engine with the intake of ?

Jon951

To make everything fit my intercooler runs "backwards" from Stock, no problem...

V2Rocket

making custom manifold?

KVDR

Definitely - or I can meet you down in Okotoks!

Noahs944

Stage 2 of the intake spacers

Noahs944

First off, I'm a big fan.
Second, with such a powerful car, how is the drivability. Track only, at those power levels?
3rd, thanks for the inspirational pics; you really have an efficient cooler set up. I will have more lag no doubt with the big ol' charge air piping. When I get an aluminum welder I will improve upon it.
4th; did you mig weld your turbo's cast iron?

Noahs944

Was going to "pie cut" some tube for severe angles of exhaust.
But number 1, I HATE grinding & I don't have a bandsaw. Number 2: mig welding pie cuts is a lot less cool looking then tig welding pie cuts & I don't got no tig. Number 3: I am thinking an acute angle for exhaust bents isn't good for power-makin' and mandrel bent tubes are going to be smoother on the inside.
Found these 2.5" 120 degree bends with BEAUTIFUL shape at Summit. Holy crap these are quality.

I'd like to at this time thank all of you for your support.

Noahs944

Here's another shot of the elbows.



Here's a shot of the "rough" intake spacers before polish. I don't know if I will use them. No doubt the spacers would help the clearance issues but the bad part is I made them with using a 1.75" hole saw (which is about exactly what the gaskets are), but I overlooked the fact that the ports are a bit smaller than the gasket bores. Just a tiny bit smaller.

It seems like a step counter-productive in terms of efficient air flow to use these. So I don't think I will. That leaves me a bit depressed tonight. If I had the head off I might bore the head out to match but that ship has sailed. My best options are to run without them or make new ones.

Noahs944

Perspective. See? It looks... not ideal. As a paper gasket.. fine, but as a .25" thick transition... not "performance" grade. I might use one as a key chain though. Pretty cool key chain!



Tonight, my goal was to see how the oil drain clearance is in relation to the driver's side engine mount. Porsche uses a different engine mount with an oil drain gallery apparently in the 951. SMART!

I installed the fittings for the oil drain and observed clearance issues on the engine mount.

What have I learned? If you are going to turbo an N/A, do not run a coolant cooled turbo... there are well enough other issues to deal with!

ealoken

Good progression AS always

Just two tips




Oil return line on 951



M8 stud conversion on the Intake

V2Rocket

Don't worry about the small step in the "spacer flange".
The manifold and head are pretty matched, right?
So the max cross section of airflow will be coming out of the intake port, which matches up with the manifold.
Your 1/4" thick slightly oversized section in the middle won't be an issue...the real idea with gasket/port matching is to make sure the head and manifold are the same size so there isn't an abrupt step at the intake port versus and oversized manifold runner.

Think like a plumbing pipe...you get two ends of pipe and connect them with a "hub coupler". The hub coupler is larger ID than the pipes and there is a small gap between pipe ends.
Does it really matter?

Noahs944

Uncle Spencer sometimes your words are like a cup of hot cocoa around a campfire.

Noahs944

Ealoken,

That stud conversion is wicked!! Thanks for the pictures.