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F350Lawman's Avatar
 
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6SpeedOnline.com = BoughtMyCarWithMyDaddysMoney.com



Apology in advance to those on that forum who don't meet that criteria..but damn there's alot who do!
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1987 930 - K27 7200 / DAS Full Cage / Blownsix Intercooler / BB Headers / Zork Tube / Tial 46mm / Adjustable WUR / RPM Activated Solenoid / Open Element Air Intake / Smart Racing 27mm Sways / 24 and 33mm Torsion Bars / Adj. Spring Plates / Wevo Strut Brace / Monoballs / Tow Hooks / Oil Cooler Scoop / Brey Krauss Harness Truss / Race Seats / XD-16 AFR Guage/ 17" Kodiak Racing Whees and Nitto NT-01 255/315s
Old 04-19-2008, 06:13 AM
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Crotchety Old Bastard
 
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What style wastegate would be able to respond with the precision required to accurately control staged boost on such a powerful engine?
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RarlyL8 Motorsports / M&K Exhaust - 911/930 Exhaust Systems, Turbos, TiAL, CIS Mods/Rebuilds
'78 911SC Widebody, 930 engine, 915 Tranny, K27, SC Cams, RL8 Headers & GT3 Muffler. 350whp @ 0.75bar
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Old 04-19-2008, 06:14 AM
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Tidal
Old 04-19-2008, 06:26 AM
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I'm not sure which brand he is using but in the market place appears that "Tial" is everyones choices, with modern ECU as the rpm increases the boost can be there and follow, we have the feature with our DTA but I choose to operate it manually via a separate boost controller, Profec B with a remove switch from the steering wheel, both the wastegate and blow off valve we use are "Tial"

We will be testing a new design of waste gate/blow off valves that don't use a diagram like the rest of them , this ones actually has a valve with a valve seat which will seal much better.

http://www.jgstools.com/turbo/tk188in2.jpg

http://www.jgstools.com/turbo/index2.html
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Old 04-19-2008, 06:36 AM
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Much respect to Eddie!
Old 04-19-2008, 06:42 AM
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Juan- That was me checking Eddie's tire pressures...
That car spun like a motha' fu**a- that 1200 horse pass made was a result of letting the tires cool off and changing the straps a little bit. The tires were getting realll hot during the pulls and if you look closely on the first pass that he smacked the rev limiter from spinning. But it seemed that the best bet was high tire pressure on cool tires for hooking on the dyno. My car never made enough power to spin the tires, but the clutch was a diffrent story...
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Old 04-20-2008, 08:49 AM
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Quote:
Originally Posted by F350Lawman View Post
6SpeedOnline.com = BoughtMyCarWithMyDaddysMoney.com
Apology in advance to those on that forum who don't meet that criteria..but damn there's alot who do!
Hahahaha-
Im not commenting in on that but it is funny.
I like to refer to SOME of them as the "Wine and Cheese crowd"
Again- apologies to those that are not like that and there are members that are professional on that form.
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Old 04-20-2008, 08:52 AM
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thanks for sharing that info, it never occur to us to go up on pressure rather down, at the track we ran 16 psi of tire pressure so based on that we always lower the pressure at the dyno, and clutches oh you got to love them if you are part of that camp you should have no problem finding the right combination
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Old 04-20-2008, 06:05 PM
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I dont know- I think alignments have a lot to do with hooking up on the dyno. Ive seen other Porsches benefit from lower tire pressure- It must be a combo of tire pressure, tires, alignment, and most importantly.... luck.
I say alignments (and spring rate) because if your making 1200 horsepower your car is going to squat therefor causing the car to go into more negative camber and ultimately spinning.
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Old 04-20-2008, 06:44 PM
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Brian, you would be surprised (I don't know) at how small a wastegate he is running. When you run huge power levels it usually requires lots of boost. That doesn't need a huge wastegate. Most of the exhaust is going through the turbine instead of the wastegate. I wonder what his pressure ratio is. That is where good things (and bad things really start happening. I imagine he is using some sort of electronic control solenoids. They can really affect ramp time on boost response. I use one of the GM solenoids to control boost by gear and high and low boost switching.
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Old 04-23-2008, 06:14 AM
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I forgot, about this, but if the turbine are sized big enough to flow the air needed for the 1200hp mark, then they won't be much of a restriction at low rpm, so the engine will be able to bypass most of the airflow anyway.
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Old 04-23-2008, 10:22 AM
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Actually my question concerning the waste gate was mechanical. It seems to me that a spring/diaphragm actuated valve would not respond quick enough for precise control of a 1200hp engine. Things happen fast! I would think a gate valve would respond with more speed and precision.
I could be wrong about that but it seems that if boost creep is a design issue then precision control would be compromised.
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'78 911SC Widebody, 930 engine, 915 Tranny, K27, SC Cams, RL8 Headers & GT3 Muffler. 350whp @ 0.75bar
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Old 04-23-2008, 12:37 PM
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Brian, I dont know what kind, but Eddie has normal style gates on it.
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Old 04-23-2008, 04:37 PM
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Modern aftermarket wastegates actually work fine, They should not have a problem with boost creep. Boost creep isn't an issue with proper manifold design. If the exhaust manifold is designed with the wastegate as a primary feature as opposed to an add on, then having super precise boost control is not really that important. Another thing to consider is the location of the pressure source reference location. That will have more of an effect on boost creep than anything.

Plus when using an electronic solenoid, you don't have the engine vacuum acting on the wastegate until the solenoid opens. It really helps control boost curve, builds torque, etc.
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Old 04-23-2008, 05:07 PM
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Quote:
Originally Posted by turboteener View Post
Plus when using an electronic solenoid, you don't have the engine vacuum acting on the wastegate until the solenoid opens. It really helps control boost curve, builds torque, etc.
Building off that too, you know he has extensive management and can control the gain on the EBC to increase spool time as well. Decent porting and big enough Tial or HKS wastegates can handle 50+ psi with no problems. I had an HKS 40mm with a Haltech E6k and Greddy Profec B type s controlling gain and I would hit 25 psi hard and keep it there rock steady.
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Old 04-24-2008, 10:26 AM
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Eddie aint running anything special for a boost controler, Im not going to say what, but it isnt as extreme as one would think. Not extreme compared to what is out there these days like
Co2 charged wastegate controlers and the such.
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Old 04-25-2008, 06:11 PM
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Quote:
Originally Posted by 930gt-40r View Post
Eddie aint running anything special for a boost controler, Im not going to say what, but it isnt as extreme as one would think. Not extreme compared to what is out there these days like
Co2 charged wastegate controlers and the such.

Exactly. He keeps things simple which is good. Less crap to fail and go wrong causing a catastrophic failure. I actually use Ingersol Rand air compressor electronic solenoids to control boost on my cars. Built like a brick ***** house, react fast, VERY reliable, and best of all..........$22 through my Grainger account. Yet to have one fail when dozens of other have(AEM, OBR, GM 3 port, etc)

Props is all I have to say to what he did there. Can't take that away from him.
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Old 04-25-2008, 07:09 PM
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Do you guys think he is running a stock ring&pinion in the trans?

I was told 5-600 Hp for my 993 6 speed trans with stock 9:31 R&P is about the max, after that you need the 8:32 motorsport ring&pinion.

Can the stock gears really handle 1200hp? I assume he has some after market gears in there.
Old 04-26-2008, 05:40 AM
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The G-50 box is a strong one, the torque ratings that people give them are not always point where they blow up.
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Old 04-27-2008, 02:36 PM
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Kris you need to make it happen before I get there. It would be cool to have a picture of my car and bellos car together! Beauty and the Beast lol
Old 06-05-2008, 05:19 PM
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