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simsport
Joined: 06 Nov 2002
Posts: 573
Location: UK Warrington
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 Posted: Tue Jun 08, 2010 8:21 am Post subject: Steve |
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| Rasta Monsta wrote: | | Hey Simon, you heard from Bassington? People are wondering how he's doing. |
Hi Rasta, I did send him a few private mails a couple of months ago and he did get back to me, however there was a bit of a delay. I guess he is very busy with the rail project in SA. Might be worth trying him again.
cheers
simon
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931 twinturbo
Joined: 20 Jun 2007
Posts: 122
Location: Norway
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| Posted: Thu Jun 17, 2010 11:38 pm Post subject: |
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Hey....
Saw this on youtube....
http://www.youtube.com/watch?v=ldjMxGDu6hA&NR=1
260bhp and 330nm on 1,25bar
But a swedish guy called Joacim have one 924 turbo with 374bhp with 1,6bar... 
http://www.youtube.com/watch?v=bgCyo7zXgGc
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911 Targa 1974 Turbolook/Outlaw
964 C2 1992mod
924 Carrera GTS Look(Project)
924Na stock 1982Mod
*911S Targa slantnose 1975mod
*924Na 1977Mod Carrera GT kit
*944NA Type 1 1984Mod
*924 Turbo Serie2 1980mod
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morghen
Joined: 21 Jan 2005
Posts: 9095
Location: Romania
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| Posted: Fri Jun 18, 2010 1:18 am Post subject: |
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torque is preety impressive 400+Nm from 3500 until redline.
power is high up in the 7K RPM
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gegge
Joined: 27 Jul 2007
Posts: 1124
Location: Sweden
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| Posted: Fri Jun 18, 2010 2:24 am Post subject: |
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| morghen wrote: | torque is pretty impressive 400+Nm from 3500 until redline.
power is high up in the 7K RPM |
Agree
With the wastegate wide open it still got over 180hp 6000-7500rpm, and if you divide the hp with absolute boost you get over 140hp as NA.
To get high hp numbers you have to start with a good NA tune!
(But in this particular case was the valves too large and the duration too long if you ask me)
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Carl Fredrik Torkildsen
924 turbo -81 Carrera GT RESTOMOD
924 turbo -80 Dolomite De Luxe
924 -85 DP kit, BBS RS, M030 and tuned engine
924s -86 Black on black turbo with Fuchs |
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Mike9311
Joined: 14 Dec 2004
Posts: 1798
Location: Chicago-ish
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| Posted: Fri Jun 18, 2010 6:43 am Post subject: |
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| gegge wrote: | | morghen wrote: | torque is pretty impressive 400+Nm from 3500 until redline.
power is high up in the 7K RPM |
Agree
(But in this particular case was the valves too large and the duration too long if you ask me) |
Would you say the valves were large and the duration large to compensate for poor head flow? The better way being to have good ports and headwork (better valves/chambers) and closer to stock size valve and cam?
Do we know what rods were used in that engine? With the faster acceleration of a short rod, the intake charge would be helped by that vacuum therefore helping the NA numbers. I am just curious to what was actually done to achieve that power level.
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1980 931 since 1989
1981 Ideola 931 Club Sport
1982 931 Entwicklungsfahrzeug
1979 924 NA ohne 650 mit 471
1982 931 Red Resurrection - 951 IC
1982 931 parts car / resurrection?
1980 924 NA (R&D lightweight)
1982 931 wana-be GTR race car |
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gegge
Joined: 27 Jul 2007
Posts: 1124
Location: Sweden
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| Posted: Fri Jun 18, 2010 12:26 pm Post subject: |
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| Mike9311 wrote: | | gegge wrote: | | morghen wrote: | torque is pretty impressive 400+Nm from 3500 until redline.
power is high up in the 7K RPM |
Agree
(But in this particular case was the valves too large and the duration too long if you ask me) |
Would you say the valves were large and the duration large to compensate for poor head flow? The better way being to have good ports and headwork (better valves/chambers) and closer to stock size valve and cam?
Do we know what rods were used in that engine? With the faster acceleration of a short rod, the intake charge would be helped by that vacuum therefore helping the NA numbers. I am just curious to what was actually done to achieve that power level. |
Yes, I am guessing that is the only way to get some flow out of the head. But 44,5mm intake valves are too close to the cylinderwall and shroudding is a serious problem (a larger bore or off-center bore will help). The 280 cam would work better with a longer tuned tubular manifold, reversion could be of concern - especially with large 38,5mm exhaust valves. Wold be interesting to know the flowbalance. The head was milled 10 degrees, the intake was raised and ported as much as possible by a legend in Sweden - "Grottis". JE pistons and Verdi rods but I donīt know the stroke/rod ratio. I think there are some benefits with a shorter rod as long as you are aware of the downsides as balance, vibrations, stress and wear.
I would take a good look on the 933 engine to make high NA hp, then turboconvert it.
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Carl Fredrik Torkildsen
924 turbo -81 Carrera GT RESTOMOD
924 turbo -80 Dolomite De Luxe
924 -85 DP kit, BBS RS, M030 and tuned engine
924s -86 Black on black turbo with Fuchs |
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mikebola
Joined: 07 Sep 2009
Posts: 361
Location: Parkside, PA
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| Posted: Fri Jun 18, 2010 2:22 pm Post subject: |
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http://www.pixbox.se/usr_show_id2474_page0_order1.html Here's the link to Joacim's monster 931's photo album. it includes a dyno sheet. and it's really impressive. anyone know what turbo he's using?
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proud owner of a 1979 924 Sebring Edition with a 931 trans that looks horrible but somehow runs... |
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gegge
Joined: 27 Jul 2007
Posts: 1124
Location: Sweden
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| Posted: Fri Jun 18, 2010 2:41 pm Post subject: |
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I think Joakim is using a Garrett GT30( or maybe as large as 35)
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Carl Fredrik Torkildsen
924 turbo -81 Carrera GT RESTOMOD
924 turbo -80 Dolomite De Luxe
924 -85 DP kit, BBS RS, M030 and tuned engine
924s -86 Black on black turbo with Fuchs |
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Mike9311
Joined: 14 Dec 2004
Posts: 1798
Location: Chicago-ish
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| Posted: Sat Jun 19, 2010 2:33 am Post subject: |
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| gegge wrote: | | Mike9311 wrote: | | gegge wrote: | | morghen wrote: | torque is pretty impressive 400+Nm from 3500 until redline.
power is high up in the 7K RPM |
Agree
(But in this particular case was the valves too large and the duration too long if you ask me) |
Would you say the valves were large and the duration large to compensate for poor head flow? The better way being to have good ports and headwork (better valves/chambers) and closer to stock size valve and cam?
Do we know what rods were used in that engine? With the faster acceleration of a short rod, the intake charge would be helped by that vacuum therefore helping the NA numbers. I am just curious to what was actually done to achieve that power level. |
Yes, I am guessing that is the only way to get some flow out of the head. But 44,5mm intake valves are too close to the cylinderwall and shroudding is a serious problem (a larger bore or off-center bore will help). The 280 cam would work better with a longer tuned tubular manifold, reversion could be of concern - especially with large 38,5mm exhaust valves. Wold be interesting to know the flowbalance. The head was milled 10 degrees, the intake was raised and ported as much as possible by a legend in Sweden - "Grottis". JE pistons and Verdi rods but I donīt know the stroke/rod ratio. I think there are some benefits with a shorter rod as long as you are aware of the downsides as balance, vibrations, stress and wear.
I would take a good look on the 933 engine to make high NA hp, then turboconvert it. |
I agree reversion has to be a big factor with the log manifold. Would have liked to know what the manifold pressure is with that turbo and head work and compare to stock. I also would like to know the EGT at each cylinder at full HP on the Dyno. A lot of interesting information and as you pointed out, more questions. Either way the entire project is impressive to say the very least. It proves whats possible even with a log manifold. Also, the honorable mention to the welder of the iron manifold. I have welded an iron manifold before but only to close up some holes and port a bit and that wasn't a turbo manifold either. That the welding holds up is a testament to a good welder. Some people just do to try and it worked.
_________________
1980 931 since 1989
1981 Ideola 931 Club Sport
1982 931 Entwicklungsfahrzeug
1979 924 NA ohne 650 mit 471
1982 931 Red Resurrection - 951 IC
1982 931 parts car / resurrection?
1980 924 NA (R&D lightweight)
1982 931 wana-be GTR race car |
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gegge
Joined: 27 Jul 2007
Posts: 1124
Location: Sweden
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| Posted: Sat Jun 19, 2010 6:03 am Post subject: |
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The measured (average) static backpreassure with the standard log manifold was close and even lower than boost preassure thanks to a large turbine and turbinehousing. That has been confirmed by other 931 builders. But I am more concerned about the returning exhaust pulse with the short runners causing reversion, that canīt be measured - look for other evidence like black soot in the intake manifold.
The EGT was 900-920 on Joakims engine (850-900 with open WG) and Racing got some 800 at 1,8bar of boost.
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Carl Fredrik Torkildsen
924 turbo -81 Carrera GT RESTOMOD
924 turbo -80 Dolomite De Luxe
924 -85 DP kit, BBS RS, M030 and tuned engine
924s -86 Black on black turbo with Fuchs |
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Mike9311
Joined: 14 Dec 2004
Posts: 1798
Location: Chicago-ish
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| Posted: Sat Jun 19, 2010 8:43 am Post subject: |
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| gegge wrote: | The measured (average) static backpreassure with the standard log manifold was close and even lower than boost preassure thanks to a large turbine and turbinehousing. That has been confirmed by other 931 builders. But I am more concerned about the returning exhaust pulse with the short runners causing reversion, that canīt be measured - look for other evidence like black soot in the intake manifold.
The EGT was 900-920 on Joakims engine (850-900 with open WG) and Racing got some 800 at 1,8bar of boost. |
Wow, I would not have thought that about the manifold pressure. I figured at least some positive over the intake but a smaller difference. Again interesting.
Thanks for the information. Tons of food for thought!
_________________
1980 931 since 1989
1981 Ideola 931 Club Sport
1982 931 Entwicklungsfahrzeug
1979 924 NA ohne 650 mit 471
1982 931 Red Resurrection - 951 IC
1982 931 parts car / resurrection?
1980 924 NA (R&D lightweight)
1982 931 wana-be GTR race car |
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Lenkru
Joined: 27 Jul 2010
Posts: 10
Location: CAPE TOWN, SOUTH AFRICA
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| Posted: Tue Jul 27, 2010 10:20 pm Post subject: |
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My 924 makes 190 KW(+/- 330 HP) on the rear wheels. It has a T28 turbo boosting 0.9 bar. The head is gasflowed with a std cam. It has a large cooler infront of the radiator. I have turned the boost up to 1.5Bar but it starts leaking on the exhaust manifold if I drive it for too long with that boost.
You can have a look here to see what else I have done to it. |
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owenexile
Joined: 05 Jun 2009
Posts: 333
Location: Australia , Bunbury
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| Posted: Wed Jul 28, 2010 12:35 am Post subject: |
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| Lenkru wrote: | My 924 makes 190 KW(+/- 330 HP) on the rear wheels. It has a T28 turbo boosting 0.9 bar. The head is gasflowed with a std cam. It has a large cooler infront of the radiator. I have turned the boost up to 1.5Bar but it starts leaking on the exhaust manifold if I drive it for too long with that boost.
You can have a look here to see what else I have done to it. |
Wow another South African? We are taking over this board in no time 
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924 1982 N/A
For some reason theres always a earth problem somewhere with this car... |
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Scorpio
Joined: 05 Jul 2007
Posts: 1957
Location: Brisbane, Australia
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| Posted: Wed Jul 28, 2010 1:28 am Post subject: |
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| Lenkru wrote: | My 924 makes 190 KW(+/- 330 HP) on the rear wheels. It has a T28 turbo boosting 0.9 bar. The head is gasflowed with a std cam. It has a large cooler infront of the radiator. I have turned the boost up to 1.5Bar but it starts leaking on the exhaust manifold if I drive it for too long with that boost.
You can have a look here to see what else I have done to it. |
more info? what else have you done to the engine? hows the T28 spool time ?
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1979 NA
MS1..EFI..
GARRETT T25 TURBO
BILSTEIN SHOCKS
GT BASED CUSTOM BODYKIT
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Think mean think fast
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Lenkru
Joined: 27 Jul 2010
Posts: 10
Location: CAPE TOWN, SOUTH AFRICA
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| Posted: Wed Jul 28, 2010 1:51 am Post subject: |
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The T28 works great I have very little lag and with my custom anti-lag system it drives like a large capacity N/A car(except for the blowing and popping noises). It also has a mechanical overboost function that works wonderful when accelerating.
The engine is balanced, with shotpeened rods and coated std pistons the comp ratio is 8.5:1 gasflowed head with a std cam and vernier pulley.
The inlet is custom built with 4 Weber throttles with 8 injectors. Aluminium plenum with blow-off valve
It has a large intercooler with water sprayers. I use the std wastegate and exhaust manifold with custom exhaust system.
It also has a 175Hp dry nitrous system but I have only used one bottle in the year I have driven the car.
The sump also has custom windage tray, baffles and breather system. |
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