Dry sump piping and external 3 gallon oil tank. Because we needed every available inch to move the engine as far forward as possible we couldn't use the factory 996 external oil tank. Intercooler, engine and gearbox HX takes up all of the room in the hatch area and central radiator in the frunk claims all of that real estate. The 3 gallon Peterson tank and safety enclosure are in the passenger seat area. One option I'm thinking about is a tank heater to pre heat the oil on a cold start up
A comparison between the G25 cast iron turbine housing with an internal wastegate and the new G30 stainless steel housing for external wastegate. The narrower profile is an unintended benefit because the turbo is very close to the frame on a mid engine car and it will make the exhaust piping easier / better.
These Evo Spec headers are intended for a 996-997 TT. They also fit very well on the mid mounted 996 Mezger in my 07 Cayman racecar. Just the waste gate pipe will need to be massaged.
Finally some progress installing the new headers and turbos. The location in the mid engine Cayman makes for an excellent turbine inlet path from the headers and a very short and full size exhaust on the side of the car. The compressor inlet is also very short and direct from the side scoops.
It's not a job it's an adventure! Finally got my little 3.8L on the dyno but not without some additional troubleshooting adventure. The car decided to shut down while it was being moved to the dyno. It turned out to be a bad igniter and a couple of bad coils. Parts where available and we also made a last minute switch from 100 to 130 lb/hr injectors. So most of the day was shot and the Motec engineer couldn't stay too late. But he did get a rough tune done and we are very pleased with the power and torque curves. Final run was at 1.4 bar
They are all with the 130 lb/hr injectors. Initial runs low boost to get the basic parameters set up. Last run we changed the limiter from 7,100 to 7,600 to see how the torque curve held up.
They are all with the 1300cc injectors. Initial runs low boost to get the basic parameters set up. Last run we changed the limiter from 7,100 to 7,600 to see how the torque curve held up.
Final dyno tune. 835 WHP @ 1.5 BAR. I'm very please with the great torque curve and extended power band. I can't wait to get this baby on track. We still have a lot of testing and adjusting to do but I'm highly confident that the drive train is in good order.
Curves are at .7, 1.0 and 1.5 BAR on 100 octane gas
So I finally got to drive my car after a 13 month wait. Wednesday we drove a dozen very easy laps to be sure nothing would fall off and that everything worked. The only issue we found was a loose connection at the starter motor.
Sorry for no pix but the rear of the car is in primer and still rather rough. We will have some in a week or two
Thursday the Motec engineer and Vision mechanic came and we started to sort the car.
First the good news. Shane T did a fantastic job tuning the engine and it ran like a champ at any throttle position. In low boost (.7 bar) it didn't even seem like it was a turbo, just instant thrust. At 1.5 bar the acceleration was terrifying! LOL All of the temps including the gearbox where perfect. Of course the temperature was only 60 so we will see how it carries over to the summer. Even with low temps and worn out 18 month old tires handling was great on the smooth sections of the track. The lower center of gravity was very noticeable! The new clutch was great too. Much easier to control engagement even with the very long first gear.
Now for the bad news. The new standalone DSC/Tractive shock system did not work. We still had full stiff shocks and that's brutal! So I'm throwing in the towel for some new JRZ's. The cars Vision has with the latest JRZ's feel like a Cadillac compared to mine. One less thing to go wrong on a complex race car is a good thing. It will be good timing as the rowboat from Italy just arrived with the Brembo calipers. Uprights, brakes and shocks can be done at the same time.
Then there's the driver. I suck! Boy to I need a lot of seat time. Fortunately WSI is available quite often and I can leave the car at Vision's new shop there. I'm also planning on lot's of training with pro coach Craig Stanton.
Sounds awesome! As nice as that torque curve is I cant imagine the smile on your face when you roll into the throttle or how that comes out of a turn. By far one of my favorite race car builds I follow...I've learned a lot from your posts! Disappointing to hear the issues with the DSC Tracactive...electrical issue?
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