01-19-2011, 05:03 PM | #46 | |
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01-23-2011, 03:12 AM | #47 |
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Quick update. We had some issues getting the car to run more than 30 seconds. Went through everything and called Fred, the owner of TEC. He asked very good questions and finally found out that when using the factory 968 crank pickup, you have to reverse the polarity. OK, switched the wires, and the car fired immediately. Nice to know Electromotive has good cusomer service and will trouble shoot the little things.
We've gone through about 6 gallons of gas tuning on the rack. I was worried about edle quality using the 100lb hour Hot Pinks, and with sequential we were able to get a smooth idle at 600rpm. We wanted to run as little FP as possible, and it looks like we got what we wanted. No leaks, no piston slap at all using JE pistons. Getting very close to finally have this car ready for dyno tuning. We are using Evans coolant with a 4 psi overflow cap. The oil temps were getting up to 220, and we found that the 180 degree (when open) oil thermostat wasn't opening. Put a new one in today, and the oil is now flowing through both coolers. Getting closer. I'll post our dyno results when we feel everything is tuned properly. I'll get some video for those that like to watch. This list seems to have a really nice community. It's nice to have fellow 951 nuts shareing their experience while being nice. A thank you is in order. Regards, George |
01-23-2011, 03:17 AM | #48 |
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George--I haven't been over to this site in a while, so glad to see you are making great progress. Are you running JE pistons in an Alusil bore -- or did you sleeve the motor?
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01-23-2011, 03:25 AM | #49 |
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I have a Recaro pole position 5 point seat as my driving seat. Issue is that many of my friends, driving instructors incleded have a very hard time fitting.
Any of you have experience with the Corbeau reclining 5 point seats. Seems like decent seats. Any comments or experience. Thanks, George |
01-23-2011, 03:34 AM | #50 | |
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01-23-2011, 09:16 AM | #51 | |
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Oh that's right, I forgot you did that. There are folks out there who try JE pistons in alusil, but happy to hear you aren't doing that. Looks great and looking forward to your full report when it's up and running. |
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01-23-2011, 05:06 PM | #52 |
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George, is the 4PSI cap particular to running with Evans, or is that something different for your set up?
I'd like to see some in-car video!
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01-24-2011, 04:55 PM | #53 |
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Good progress George. That was a good catch re reversing the polarity. I'd never heard of that. I wonder if anyone else has?
What's the thinking in running as low FP as possible? What fpr are you using 3bar? |
01-24-2011, 05:28 PM | #54 |
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Good to hear you're making steadily progress George!
Really looking forward to the dyno. If you switch the +/- on reluctor sensors you get the same sinus curve but reversed meaning the curve starts the other way around (eg dropping to negative before rising). It's stuff like that you need a scope to figure out (besides trial and error). |
01-24-2011, 08:00 PM | #55 | |
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This is the first time I've used the product, and we are seeing similar cooling temps as when using a water based coolant. The less pressure in any contained system is easier on all parts involved. Plus this stiff is KY slippery. Good for moving parts. I decided on this product because I think we have head gasket issues because of localized boiling and hot spots when we are running our motors hard. Anything I can do to help eliminate the hot spots that I'm sure existed when I was running hard will help my motor be more reliable. George |
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The Following User Says Thank You to George D For Your Post: | Jay Wellwood (07-10-2015) |
01-24-2011, 08:09 PM | #56 | |
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I felt that the less fuel pressure the better the spray, and the easier it is on all working parts of my fuel system. I remember running HUGE PSI many years ago with stock injectors to get over 300whp and I don't think it was a good way to get proper A/F ratios on a consistent basis. Running anything up to it's limits is asking for potential trouble. I don't think we will be outflowing these injectors with our HP goals...LOL If we can do this with less FP, it seems like a good idea. George |
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01-24-2011, 08:28 PM | #57 | |
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01-24-2011, 08:41 PM | #58 | |
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Copied from these guys: http://www.928motorsports.com/services/uschrome.php WHAT IT IS: The US Chrome process is trademarked as "NiCom®", (because Porsche® holds the trademark on the term "Nikasil®") , but the process was brought over from the Mahle plant in Stuttgart and is identical to the quality and finish that Mahle performs for Porsche® on its OEM engines. There are a few other platers in the US that have an aluminum block plating process, but they do not deposit the density of 2 micron-sized carbide particles as NiCom® does, and the end result is inferior. I wanted to run whatever piston I wanted, and I felt this was the best route for my application. This is a great alternative when it comes to re-building our motors, in my opinion of course. George |
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01-24-2011, 09:48 PM | #59 | |
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A definite plus while doing a full rebuild, to allow a wider selection of pistons! |
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01-24-2011, 10:11 PM | #60 | |
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Manufacturing and R & D in the aftermarket industry have gotten very good. Many of the aftermarket manufacturers are vastly superior to OE when it comes to forged pistons, rods, etc. Being able to utilize modern pistons and rods in these motors are important if you care about strength/weight ratios. Quoted from 928 Motorsports: The US Chrome process is trademarked as "NiCom®", (because Porsche® holds the trademark on the term "Nikasil®") , but the process was brought over from the Mahle plant in Stuttgart and is identical to the quality and finish that Mahle performs for Porsche® on its OEM engines. Your block should last a long time. This process is proven. It costs less than a grand to get this done on a 2.5 block. Worth every cent if you plan on building a high hp/tq motor with LIGHT/modern internals. George |
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