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800rwhp TX Mile build highlights

Hi All,

Thought I'd share a few photos of a build we finished up a little while back. I hope you enjoy it.

------------------------------------------------------------------

The car is a 1994 Turbo 3.6, midnight blue metallic with no sunroof that was converted to RCT Evo specifications by Ruf in the past: EFI, 6-speed, suspension. The car participated in -- and won -- many top speed challenges in the owner's home country and was subsequently modified with a bigger turbocharger, external boost controller, piggyback engine fuel+timing computer, ignition... It was brought to the USA to receive a big bump in power from twin turbochargers and a Motec ECU.

We received this project after another shop (no longer in business) butchered it. The "before" pictures tell much of the story, and the details aren't really worth recounting at this point. Sadly, just about thing that had been done to it had to be re-done.

Before:















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Old 10-03-2011, 11:26 PM
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The Supra from Stuttgart

The story we got was that first shop swore this car would make 800rwhp on pump gas, and 1,000rwhp on race gas while revving to 7,500rpm+.

Um, okay...

Since the car was to be built for top speed challenges, the approach to power was simple:
2 big camshafts: Dougherty DC43
2 big turbochargers: Garrett/Tial GT3582R
1 big throttle body and manifold: 75mm t-body on modified GT3 manifold
A lot of boost.

Kind of like building a high power Supra.

A Supra from Stuttgart.

Normally, someone after 800+hp is talking about running C16 (116-octane) or E85 fuel, not 105-octane. But, 105 is as good as he can get, so we'd tune on 104 and ignition tuning would have to stay pretty conservative.

Fortunately the head work had been sublet to someone skilled and they were good. Not 1,000hp good, but good for realistic power levels on the required fuel.

The owner restricted us from changing the cams, turbos, intake manifold, clutch, and Motec M48 ECU -- those had to be reused. The rest would have to be evaluated as it went back together.

...and what about the TX Mile?

That was my idea, reasoning the TX Mile event to be the best way for the owner to test and evaluate the car prior to exporting it back home. It was here on a TIB (Temporary Import Bond) and did not meet either DOT or EPA, so it could not be driven on any public US roads legally. And certainly not at speeds over 300km/h.

But despite a helluva lot of work, often into the wee hours of the morning, the engine stubbornly refused to start and run. The build was right and the tuning correct, but a lab scope revealed the Motec M48 and the existing flywheel wouldn't play together and we had to bow out at the 11th hour. Many apologies to the client who had flown in, and many apologies to the organizers of the TX Mile who had planned some special activities around this person coming from so far away just to race in their event. Heartbreaking and expensive, but just the way it works out sometimes.

We resolved it by modifying the flywheel tooth pattern, and upgrading from the older M48 to a newer AEM Series 2 computer which offered more functionality.

AFTER

New forged thick wall stainless headers. All TIG welded and purged.

















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Old 10-04-2011, 12:13 AM
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WOW!
Awesome.
Thanks for sharing.
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Old 10-04-2011, 12:29 AM
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Dyno tuning

Tuning on the Dynapack chassis dyno

91-octane oxygenated west coast gasoline:
- the 2 lowest overlapping (blue and green) lines are power and torque on the 1.05bar (15psi) wastegate springs
- the next higher (light blue) line is maximum torque and power on 91-octane, achieved at 1.3bar

104-octane:
- the highest (purple) line is maximum torque and power at 1.6bar boost
- the next 2 lower overlapping lines (red and blue) are the same 1.6bar boost but on an absolutely heat-soaked engine -- minimal cooling air over the engine, hot intercooler... This represents a worse-case operating condition, and allows for making tuning corrections under these conditions.

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TurboKraft, Inc.
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Old 10-04-2011, 12:48 AM
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Thumbs down Completed, mostly

Aside from the drivetrain, the cockpit was modified for safety:
- Junior built a custom TIG-welded bolt-in rollbar complete with awesome chassis mounting reinforcements
- Mike installed the fire extinguisher and camera mount for the GoPro, plus knocked out a pair of custom seat mounts/risers/harness mounts to install the Recaro Speed seats and 6-point Schroth harnesses







Unfortunately, we got an unexpected 1 week's notice the TIB was going to expire and the car had to leave the country. Immediately. So somethings didn't get finished -- like a pair of trick intake boxes to surround the air filters and draw air from the engine compartment, or ceramic-coating the exhaust in black.

In the brief time remaining, Fred (Hukdunfoniks) worked his magic to restore the paint to its former glory. The battered Speedline 3.6T wheels were straightened, refinished a satin black, and fitted with new Pilot Sport Cup tires.





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Old 10-04-2011, 01:09 AM
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Damn. Another build brought back to life after having been butchered elsewhere. Seriously, magnificently beautiful. TurboKraft rules.
Old 10-04-2011, 04:47 AM
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Greetings

Chris, would guestimate depending on weather conditons that it will do over 220mph in the mile?
Old 10-04-2011, 05:48 AM
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Chriser:

I always wondered what you did in between my phone calls to ask stupid
questions.

You never cease to amaze me !!!!!

And...... Thanks for the measurements.

Cole
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Last edited by cole930; 10-04-2011 at 07:33 AM..
Old 10-04-2011, 06:47 AM
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Very awesome indeed. I am always amazed at what I see when I walk into TurboKraft. You guys have killer jobs. What fun!
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Old 10-04-2011, 07:07 AM
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Great numbers once again. I wish I had the capital to send my car to you guys for a few months.

Chris, is this the factory crank sensor on the right hand side of the flywheel?


If so do you have an example of what type of machining would be needed to adapt one of these to a 930 4-speed to use with this flywheel, Patrick Motorsports - PMP 24036DMEFW 3.6L 36L CONVERSION FLYWHEEL 9 BOLT 930 G50 240MM 964 993 DME MOTRONIC PORSCHE.
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Old 10-04-2011, 08:19 AM
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4k rpm = 200hp
6.5k rpm = 800+hp

that's one steep curve!!
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Old 10-04-2011, 08:54 AM
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Very cool! Thanks for posting.
Old 10-04-2011, 11:08 AM
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Very nice results!

Must be one heck of a kick in the pants after 4000 RPM!
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Old 10-04-2011, 01:06 PM
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Awesome work. You sure brought that car back to life.

If it was me I would not want to put the TurboKraft logo on those last four pictures in your first post. Out of context that does not look good, not TK worthy.

Thanks for sharing.
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Old 10-04-2011, 02:02 PM
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Fantastic work.
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Old 10-04-2011, 02:41 PM
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Quote:
Originally Posted by jsveb View Post
Awesome work. You sure brought that car back to life.
If it was me I would not want to put the TurboKraft logo on those last four pictures in your first post. Out of context that does not look good, not TK worthy.
Thanks for sharing.
Ha -- good point, I hadn't considered that! Yeah, definitely *not* our handiwork, not something we want credit for! :-)
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Old 10-04-2011, 03:15 PM
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Is that the "Clewett" scavenge pump-cam sensor module on the left side?
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Old 10-04-2011, 04:46 PM
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Quote:
Originally Posted by sjf911 View Post
Is that the "Clewett" scavenge pump-cam sensor module on the left side?
Yes, with modifications.

This is normally unnecessary for 930s that still have their air injection pulley & housing, and stock scavenge pump. It's so easy to mod the pulley & housing for a hall-effect synch sensor, and the stock scavenge pump rarely ever needs replacing.
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Old 10-04-2011, 06:11 PM
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Quote:
Originally Posted by willtel View Post
Chris, is this the factory crank sensor on the right hand side of the flywheel?
If so do you have an example of what type of machining would be needed to adapt one of these to a 930 4-speed to use with this flywheel {link}
No, we replace the factory magnetic sensors with more accurate hall-effect sensors. Even Motec recommends replacing the mag pickups with hall-effect when possible to avoid high speed timing errors.

That's a stock factory bracket (cheap), with a little billet adapter we make & sell, and a common Honeywell sensor (also inexpensive).

For your 930:
All 1984-98 engine cases are machined for the factory crank angle (ref) sensor bracket. So you can bolt on the bracket and a stock 964/993 sensor if running a Motronic computer.
Your stock 930 or 911 steel flywheel can be machined for the Motronic 60-2 timing pattern. We offer this service, very economical -- much less than a new flywheel.
If you then want it lightened like an RSR, we can do that at the same time.
If you are running aftermarket EFI, most computers mathematically convert the 60-2 trigger pattern into a 12-tooth pattern, so we recommend machining the flywheel for a 12-tooth pattern from the beginning.
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Old 10-04-2011, 06:22 PM
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Quote:
Originally Posted by TurboKraft View Post
Yes, with modifications.

This is normally unnecessary for 930s that still have their air injection pulley & housing, and stock scavenge pump. It's so easy to mod the pulley & housing for a hall-effect synch sensor, and the stock scavenge pump rarely ever needs replacing.
Have you been able to use this with cams that don't have the drive boss like 964's?.
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Old 10-05-2011, 08:18 AM
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