Driverscar

I can understand everything. I am also just a hobby driver. Since we do a lot of hillclimbing and I grew up with four-cylinder engines that rev beyond 9000 and are designed for it, I feel more emotionally attached to the 2.4 engines and my 2.3 is an untouched 255hp Cosworth Standard engine. For me, on the road, it's more about the fun than the engine having 10hp more or less.

look back to the real Engins in V10 and V8 era. Its all about the Pistonspeed and explosion/burntime by NA engines. "I know the owner" is the same like "my tuner said..." there is only one: Maths and Physics Everything else I assign to fairy tales or people have simply learnt the wrong thing. Our Duratec is on the limit over 24-25m/s. If we constantly go on the limit on Street or Track, we have to change Piston Rings and hone the cylinder every two Seasons. I have seen some Duratec with bright polished cylinders. either because they were spun too high and /or bad piston rings and pistons from Supertech were used. If you want to push the limits, I can only recommend using Mahle Motorsport or Cosworth pistons. But because i love revs and their noise, i want to build a special engine, like the one that could have been used in the DTM in 1992, but has the durability of a Porsche 991 GT3RS.

It's OT, but often customers let their engine builders pull the wool over their eyes. It may be that the valve train and cam pairings are designed for speeds for which the basic engine and the data from the stroke are simply not made. That's money down the drain, or you'll find yourself back at the engine builder's very often. Always look at the stroke and the piston speed when choosing the engine, and if that fits, then you can continue with the rest of the work...

nop, its Math... with a 99mm Stroke 7,600 is exact 25m/s Pistonspeed. This is what every piston manufacturer recommends as the maximum. The specific material pairing of cylinder wall and piston determines this value and, of course, the oil. These are microphysical areas that are the way they are. If your tuner says he can turn 9200 with 99mm stroke, he has simply found the solution that all Formula 1 manufacturers have been looking for years... Because with that, your engine would have reached 30m/s. In Formula 1, engines are driven at up to 28m/s, but at immense cost in terms of materials and production. You can certainly turn more than 25m/s for a short time, but you have to be aware that every second of this speed causes real wear! It's easy to throw out a few numbers at the regulars' table, but if you're intensively involved with engines, or even study engine construction, it's a completely different story. Cosworth Duratec gives a maximum of 9000 RPM for a 2 litre engine with 83,5mm stroke. And with the 2.3/2.4 engine it is 8200. This is again in line with 25m/s and is the only serious statement! Everything else is not to be taken seriously in my eyes, unless you want to bore and ream more often.

For me, the 100mm Crank is way to unsporty. Its not about the quality of the Crank, but the Pistonspeed. Rev. Limit is 7500RPM, instead of 8150RPM by the 94mm Crank. Im working on a i4 2.5 Engine theorie with Porsche 991 GT3 RSR internals and similar head design, that can make nearly 10.000RPM and 380 HP Borex x Stroke ca.: 104 x 76 This big Bore make big valves possible. For this and a vew prototyp Engines i search a Sponsor.

Hello, this is a very interesting topic. I have skimmed through it and many things have been realised that I also want to tackle. Excellent! Especially the topic of traction control and ABS is very interesting, as I would also like to implement these systems. I've already thought about putting the expansion tank through, but you're ahead of me in pretty much all of them. I have the 3way Nitron installed. Have you had the control unit tuned to the engine and is it freely programmable? But you drive the 94mm crankshaft and not the 100mm tractor version or ? The standard 45 rollerbarrel or other mounted? best regards Michael