Dyno Footage
 

Here you go folks, some of the very first runs that we did immediately after we got all 6 cylinders firing correctly.

All the runs here are at 1.2bar boost. I'm pretty sure that the first pull is the one that went from a previous 383hp @5,000 to 493hp at the same engine speed. Then the next run I think is where it went up to 533hp & 507lb/ft @5,500. The final one is 538hp but we saw a torque drop-off.

Unfortunately, the setting of the video mode I was using limited the max file size to 2GB, despite having a 64GB card in there (again, we were in a massive hurry, no time to check the settings)....so the recording ended just as a pull was being started.

(Sorry, it's unedited, about 8.5mins long)

<iframe width="560" height="315" src="https://www.youtube.com/embed/5g3i2A0Au8g" frameborder="0" allowfullscreen></iframe>

You can't see it in these videos, as the cardboard box we were using to support the huge cooling pipework obscures the exhaust silencer, but for a good 30secs after even just moderate running at mid revs, the silencer was glowing where the 2x siamesed exhaust outlets leave the main body of the silencer.

I'm not 100% convinced this is an optimal design of silencer; for sure it sounds nicely aggressive without being too shouty, and it has a 100cell catalytic converter inside it (legal requirement in the UK unfortunately, as my car was built in 1993...1yr too late), but something without the convoluted gas path may perform better. The gas obviously enters from the left, through the cat, then down into the silencer chamber, then exits left and right into tailpipes (not used on the dyno).

Would've been nice to have had a stubby pipe on a V-band to hook up to the turbo for back-to-back tests, i.e., removing the silencer/cat (the dyno cell has its own huge silencer), but the Lambda sensor is plumbed-in to the entry pipework, so absolutely needed to be there.

Dyno Plots
 

Hey guys, as promised, a very brief post to show you the dyno plot......

http://img.photobucket.com/albums/v2...2015.27.58.png

(I've switched the boost readings to Bar for consistency, and added second window with headline stats)

Whad'ya reckon? :D

Just caught up on your roller coaster week ! no wonder your worn out however well done getting it running to your expectations a credit to your dedication, patience and no little amount of skill

a very enjoyable read as always

Nice one

Thanks Gaaz ;) Glad you're enjoying it!

Well done Sir.

The very first time I saw this thread, I remember looking at your orange witness marks on every fastener, and thinking, "here is a guy who is paying attention to detail."

And it has all powerfully paid off for you. Not only did the engine not blow apart into a thousand whirling fragments, it ran, ran smoothly and laid down some RIGHTEOUS power. 550 HP in your 964 Chassis ought to move along pretty well. . .

Your dyno experience made me chuckle to myself. . . now that you have BTDT, you realize that it is IMPOSSIBLE to be fully prepared for such an event . . . even after you have made a huge checklist/Gantt chart and gone over it meticulously for weeks. . . there are always things that come back to surprise you in the end. And having an experienced Dyno engineer that has done it MANY times, that is priceless.

The budget will heal with time-- plenty to be done now without the requirement of cubic dollars- and you did the right thing to maximize the Dyno time-- I know precisely the feeling, having thrashed about many times to get the car ready for a race. . . lighten your wallet, ease your mind.

But do not let the fact that you have a long list ahead deter you in the slightest from celebrating-- this is an important, meaningful milestone in the life of the project, and your life too. You've done something that few can claim-- taken a Porsche motor to bits and brought it back stronger, using only your own brain, determination, and the collective experience of our global community.

Savor it for a moment. Then back to work!

JFC

Spencer,
Truly happy for you, my friend! All your diligence and effort has paid off. Seriously respectable numbers on conservative tuning.
Take your well-earned break, watch the races with a cold one (or more).
The best is yet to come!
Buy replacement rear tires now. ;-)

Thats one badass mill, bet you can't wait to get her poked back in the car to leave your marks all over town!

Sage and generous words as always John, thank-you.

You're spot-on with regards to preparation, no matter how many times you run through the mental checklist and get everything lined up, for a project with "so many moving parts" which is completely in the realms of a prototype - as all of our builds are - you simply cannot legislate for the odd hiccup. Even with the hindsight glasses on, to think you can foresee every eventuality is purely the stuff of fantasy (although that's easier to type now than it was to accept last week!)

Fear not, the spanners shall not be dormant for very long. Even as I glance around the parts that are still in the storage boxes, there's some easy task which can be crossed off the list - items that were removed from the chassis a few months ago in preparation are only minutes from refitting.

S

Cheers buddy! Yep, I know you're pleased with the end result - or rather, I bet you're pleased that the stupid barrage of questions may (maaaay) finally come to an end, haha!

Tyres? Check. Replaced a month or so ago with some nice sticky Yokohama AD08R's sitting on the Cup wheels.

Time to get the traction control installed and dialled-in, more like!

Frankly, I'm starting to get just a little bit, er, twitchy; predicted numbers are one thing, but with 328b/ft @2,500 (versus a max of 312b/ft @5,000 on the old engine), and 514lb/ft as confirmed outputs, with a very flat torque curve, this is going to be [English understatement mode=on] "interesting".

Somehow I feel more relaxed about getting it all done; as John said (above), this was one hell of a milestone, and if I'm honest, it's only just sinking in. Appreciate that that sounds daft, but it really hasn't until now. Original plan was to absolutely have it done for Le Mans this year, but I'm adamant that I want to finish it to the standard I'm happy with, rather than rush it. Even if rushed, it won't allow enough time to get final mapping refinements completed, and certainly not the traction control system active and working fully.

Best not to rush, get some decent mileage completed, then look to do the longer jaunts abroad. ;)

That's one sweet graph. Any way to put AFR on it? Congrats on a job well done.

...with 328b/ft @2,500 (versus a max of 312b/ft @5,000 on the old engine), and 514lb/ft as confirmed outputs, with a very flat torque curve, this is going to be [English understatement mode=on] "interesting".

This is a good problem to have! :-)

Really cool Spencer! Must feel good now after what must've been a seriously draining (equally on wallet and patience I imagine) week.

Tis gonna be one hell of a car when all together!

Thanks Boosted!

Unfortunately, because the exhaust system is so short on this engine, I didn't install a second port for dual Lambda probes (and there was a thought by Steve that having 2x probes so close to each other in the gas stream *could* lead to discrepancies; this discussion took place while I was considering retaining my Zeitronix display in the cabin, which needs it's own Lambda sensor). So, the dyno cell systems weren't monitoring the AFR, this was all being monitored and used by the MBE software for the actual mapping.

But...in the data logs that I have a copy of, I imagine that it'll be contained in there; the trick will be to sift through it to find what I want.

Indeed!....time to buy stock in Mr Yokohama's little company....and make sure those driveshafts are in tip-top condition ;)

Thanks Fred! Yes, it is nice knowing that we're on the home-straight now and that very soon I can re-install the engine as a plumbed-in unit, rather than just doing a test install.

Spenny - I'm planning essentially the same build with Tec3r management but will use wasted spark and batch fueling. That GT35R really hits early, twin scroll is def. the way to go. And the boost control is perfect.

Hey Boosted,

Yup, the GT35R looks to be a very nice unit - of course there are things you can fine-tune like housing sizes, exotic materials, anti-surge inlets, etc..but I can't argue the out-of-the-box performance!

The boost control is something that MBE have been working on recently, but something that Steve hadn't actually got around to mapping with directly, and fair to say he was very impressed with how it handled the closed-loop control of the Amal valve.

We initially ran the engine up with wasted spark, as we had issues with the H/E sensors so we left out the cam (phase) sensor, *just to get something fired*, but if you can run sequentially, you'll probably give the COP's and ignition amplifiers an easier time. I mentioned it in the ramblings above, that Dave did hear a noticeable difference in his det cans when we switched to sequential (before we temporarily lost the 6th cylinder!), commenting that he felt it was running smoother.

Hi Mate,

Great to see how you're getting on! I'd appreciate help with a project of mine over here: http://forums.pelicanparts.com/911-930-turbo-super-charging-forum/862640-help-supercharging-my-3-8-a.html#post8596753

Cheers,
Frank

Hello mate, thanks! Yep, I had a quick read of your thread earlier; am over in the US at the moment on a course, but will find some time to add anything if I can!

Cheers
S