Quote:
Originally posted by SC-targa
Which engine are you talking about?
Yes, when Porsche built the 2.8 liter RSR (race) motors they made 280 HP DIN (~ 265 SAE net) with 10.5:1 pistons. They also used dual ignition, race cams, big ports, race headers and race MFI. What's your point?
The 3.0 RSR was a initially a disappointment because it couldn't make the usual 110 HP DIN per liter that the smaller GT racing engines had all made. The factory RSR's had to run throttle slides in their MFI as opposed to regular throttle flap valves to hit the required 330 DIN HP (roughly 315 SAE net HP)
My question is, do you think that a CIS motor with a CIS cam can meet or exceed the power output of that an MFI motor with a very hot, high lift, high overlap, long duration cam produces? I don't believe so.
I really believe that Gunter is going to have a terrific motor that will make more power than a stock Carrera 3.2. I also believe that many people muddy the waters when they discuss engine power because they don't understand the differences between the different rating systems (or maybe they do) and many folks sling around big numbers for HP that just don't sound realistic.
Maybe John or Grady or Steve W will chime in here with an opinion.
To each his own,
Jerry Kroeger
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My point is if you raise compression and exorcise breathing restrictions, many more possibilities open themselves up for an engine. A deep-breathing 2.8 will give a 3.8 a run for its money, IMO.
Sure, with the mentioned modifications, Gunther will have some hp. But to get the unmitigated hp these engines are capable of - 300 hp and above for the 3.0 - CIS won't get one there. The correct way to do things requires a full engine tear down, new P/Cs, cams and induction, so arguing the contrary (other than turbo charging the motor - which still could require a tear down) is a moot point.
That's not to say CIS isn't bad. It's really rather good in the real world sense.