VAP
02-10-2005, 04:11 AM
<center><img src="http://pictureposter.audiworld.com/711/smnt8.jpg"></center><p>
at Second Creek.
First up is the pic of the solid strut mounts I've CNC'd to get rid of all the front end compliance and squirm during turn-in. Stock design is the rubber mounts you can see in the center. Rear one is new/unused and the front one is after 400 miles around SCR. Truth is these things are junk right outta-the-box and only live about 30 days even on the streets. First pothole and they're toast. They also dont allow for very precise, stable or long-term alignments as just push the nose of the car down by hand and the alignment changes caster & camber. With these used in conjunction with my aluminum or Delrin lower control arm bushings my alignments will now be dead solid and locked in until I hit/bend/break something. Steering should be dramatically enhanced and precise. I'm currently in the midst of converting my custom cro-moly spherical rod end adjustable sway bar links to titanium. Hey, if you're gonna be a dog, why be a chihuahua!?!"
New solid strut mount housing is 6061 T6 aluminum with NHBB spherical bearings rated at over 90,000 psi static radial load. Axial load (the important rating for a spherical bearing in a strut mount application) is just over 19,000psi. Thats the par equivalent of stacking 18 identical 90 Sport Quattro front ends on top of mine with just this one bearing at the bottom. Over-engineered? Bet yer ass!
Titanium connecting rods are about 10 days out from completion then engine re-assembly begins. Car will be a normally aspirated 12V with +/- 330CHP. Crank has been lightened, knife-edged, re-profiled, chamfered, nitrided, cryo'd and micro-polished and had its rotational outside diameter reduced. Soon as the rods are done I can assemble the JE forged 11.7:1 CR lightweight pistons and pins and have the crank sent to California and computer-balanced to within a gram at 9k RPMs. All ARP head studs, main bearing cap studs and rod studs are in-hand. Block has been decked, squared and over-bored to 2.9 litres. Dead soft, CAD water-cut solid copper head gaskets in 3 thicknesses will be used to seal heads to block and shuffle compression ratios and valve-to-piston clearances between different profile cams.
All hollow, titanium, sodium filled, over-size valves with 6mm stem diameters and undercutting will be used for flow. Lightweight/shot-peened springs with 3 groove steel keepers and titanium retainers along with lightweight lifters. Being built for 8.5k redline tho I'll likely back it down to 7.5k for longevity. Far better to have it and never use it than need it once and not have it. I have 3 different cam profiles but 2 are custom grinds to my specs. The mildest one is an "off-the-shelf" unit with 11.5mm lift and dual duration profiles of 268/272. All cams are gun-drilled for additional rotating weight-savings.
12.5 Qt oil capacity w/Fluidyne engine oil cooler w/thermostat. Fluidyne transmission cooler with thermostat & circulation pump. Fluidyne power steering cooler. Remote full flow and bypass oil filtration with 3Qt Accusump wired for a 2.3 second pressurization delay before allowing car to start. Peterson Fluid Systems 1.5Qt power steering reservoir with full-flow 60 micron filtration built in. Aeroquip "startlite" PS fluid and oil lines with AN fittings on all fluid lines. Dual runner intake manifold, ported, polished and CC'd on both primary and secondary runners. Same with cylinder head intake and exhaust ports. All ports CC'd within 1 drop liquid volume. T-316 Stainless steel equal-length mandrel-bent and hand Tig'd headers with laser-cut flanges and quick-disconnect stainless steel clamps at stainless high flow spiral-wound element cats. Swapping to test pipes and bypassing cats and resonator is possible within 15 minutes with car on jackstands via quick-disconnect stainless clamps.
Carbon fibre hood with carbon fiber hood sub-frame. Chassis has been strengthened via front/rear strut bars adjustable for tension/compression pre-load. I can actually manipulate and fine-tune F/R camber settings via the strut bars! Single unit in front and triangulated cross-brace system in rear. Anything to keep a roll cage out for the time being. But it may come to that.
Transmission is '84 close ratio Audi 4000 converted to a .063:1 final drive so its not so "buzzy" at highway speeds and center/rear lockers for track outings. Pure road race ratios in 1st-thru-4th gears that only drop 700-750RPMs on upshifts. Final drive ratio is 4.11:1. Pressure plate is "slightly lightened" Audi 200 TQ solid hub. Pressure assembly/disk is Borg&Beck custom built for this application.
Front brakes are 996 twin turbo Porsche monoblocs with GT2 cross-drilled/ventilated rotors. Rears are Boxster S monoblocs with cross-drilled/ventilated Boxster S rotors. Pagid Orange F/R (track) stock Porsche Textar (street). Tilton Engineering dual master cylinder reservoirs with cockpit mounted front-to-rear bias valve to handle the hydraulics. ABS fell off one night in the garage and wont be used.
Suspension is Ohlins coilovers with remote reservoirs at all 4 corners. Wheels/tires (street) 17 x 8.5 SSR comps w/Kumho 245/40 712's (track) 17 x 8.5 SSR Comps w/Hoosier slicks
HalTech E11v2 will handle engine management with dash-mounted timing/fuel controls as well as full laptop adjustability. Dual wide-band O2 sensors (1 in each bank). Coil pack "wasted spark" ignition converted to current VAG direct fire ignition with sequential spark.
And about a gazillion other lesser/greater things that I'm missing or intentionally leaving out. Man's gotta have some secrets!
Check my pic poster for much of the stuff I've listed above as well as some others that didnt make the "short list."
at Second Creek.
First up is the pic of the solid strut mounts I've CNC'd to get rid of all the front end compliance and squirm during turn-in. Stock design is the rubber mounts you can see in the center. Rear one is new/unused and the front one is after 400 miles around SCR. Truth is these things are junk right outta-the-box and only live about 30 days even on the streets. First pothole and they're toast. They also dont allow for very precise, stable or long-term alignments as just push the nose of the car down by hand and the alignment changes caster & camber. With these used in conjunction with my aluminum or Delrin lower control arm bushings my alignments will now be dead solid and locked in until I hit/bend/break something. Steering should be dramatically enhanced and precise. I'm currently in the midst of converting my custom cro-moly spherical rod end adjustable sway bar links to titanium. Hey, if you're gonna be a dog, why be a chihuahua!?!"
New solid strut mount housing is 6061 T6 aluminum with NHBB spherical bearings rated at over 90,000 psi static radial load. Axial load (the important rating for a spherical bearing in a strut mount application) is just over 19,000psi. Thats the par equivalent of stacking 18 identical 90 Sport Quattro front ends on top of mine with just this one bearing at the bottom. Over-engineered? Bet yer ass!
Titanium connecting rods are about 10 days out from completion then engine re-assembly begins. Car will be a normally aspirated 12V with +/- 330CHP. Crank has been lightened, knife-edged, re-profiled, chamfered, nitrided, cryo'd and micro-polished and had its rotational outside diameter reduced. Soon as the rods are done I can assemble the JE forged 11.7:1 CR lightweight pistons and pins and have the crank sent to California and computer-balanced to within a gram at 9k RPMs. All ARP head studs, main bearing cap studs and rod studs are in-hand. Block has been decked, squared and over-bored to 2.9 litres. Dead soft, CAD water-cut solid copper head gaskets in 3 thicknesses will be used to seal heads to block and shuffle compression ratios and valve-to-piston clearances between different profile cams.
All hollow, titanium, sodium filled, over-size valves with 6mm stem diameters and undercutting will be used for flow. Lightweight/shot-peened springs with 3 groove steel keepers and titanium retainers along with lightweight lifters. Being built for 8.5k redline tho I'll likely back it down to 7.5k for longevity. Far better to have it and never use it than need it once and not have it. I have 3 different cam profiles but 2 are custom grinds to my specs. The mildest one is an "off-the-shelf" unit with 11.5mm lift and dual duration profiles of 268/272. All cams are gun-drilled for additional rotating weight-savings.
12.5 Qt oil capacity w/Fluidyne engine oil cooler w/thermostat. Fluidyne transmission cooler with thermostat & circulation pump. Fluidyne power steering cooler. Remote full flow and bypass oil filtration with 3Qt Accusump wired for a 2.3 second pressurization delay before allowing car to start. Peterson Fluid Systems 1.5Qt power steering reservoir with full-flow 60 micron filtration built in. Aeroquip "startlite" PS fluid and oil lines with AN fittings on all fluid lines. Dual runner intake manifold, ported, polished and CC'd on both primary and secondary runners. Same with cylinder head intake and exhaust ports. All ports CC'd within 1 drop liquid volume. T-316 Stainless steel equal-length mandrel-bent and hand Tig'd headers with laser-cut flanges and quick-disconnect stainless steel clamps at stainless high flow spiral-wound element cats. Swapping to test pipes and bypassing cats and resonator is possible within 15 minutes with car on jackstands via quick-disconnect stainless clamps.
Carbon fibre hood with carbon fiber hood sub-frame. Chassis has been strengthened via front/rear strut bars adjustable for tension/compression pre-load. I can actually manipulate and fine-tune F/R camber settings via the strut bars! Single unit in front and triangulated cross-brace system in rear. Anything to keep a roll cage out for the time being. But it may come to that.
Transmission is '84 close ratio Audi 4000 converted to a .063:1 final drive so its not so "buzzy" at highway speeds and center/rear lockers for track outings. Pure road race ratios in 1st-thru-4th gears that only drop 700-750RPMs on upshifts. Final drive ratio is 4.11:1. Pressure plate is "slightly lightened" Audi 200 TQ solid hub. Pressure assembly/disk is Borg&Beck custom built for this application.
Front brakes are 996 twin turbo Porsche monoblocs with GT2 cross-drilled/ventilated rotors. Rears are Boxster S monoblocs with cross-drilled/ventilated Boxster S rotors. Pagid Orange F/R (track) stock Porsche Textar (street). Tilton Engineering dual master cylinder reservoirs with cockpit mounted front-to-rear bias valve to handle the hydraulics. ABS fell off one night in the garage and wont be used.
Suspension is Ohlins coilovers with remote reservoirs at all 4 corners. Wheels/tires (street) 17 x 8.5 SSR comps w/Kumho 245/40 712's (track) 17 x 8.5 SSR Comps w/Hoosier slicks
HalTech E11v2 will handle engine management with dash-mounted timing/fuel controls as well as full laptop adjustability. Dual wide-band O2 sensors (1 in each bank). Coil pack "wasted spark" ignition converted to current VAG direct fire ignition with sequential spark.
And about a gazillion other lesser/greater things that I'm missing or intentionally leaving out. Man's gotta have some secrets!
Check my pic poster for much of the stuff I've listed above as well as some others that didnt make the "short list."