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Trekkor |
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#1
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I do things... ![]() ![]() ![]() ![]() ![]() Group: Members Posts: 7,809 Joined: 2-December 03 From: Napa, Ca Member No.: 1,413 Region Association: Northern California ![]() |
I have a VW Bug race car with a type four motor.
I would like it to safely rev up to 6500-7000 rpms. What is needed to accomplish this? thanks (IMG:http://www.914world.com/bbs2/uploads_offsite/fbcdn-sphotos-c-a.akamaihd.net-1413-1370904931.1.jpg) KT |
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DBCooper |
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#2
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14's in the 13's with ATTITUDE ![]() ![]() ![]() ![]() Group: Members Posts: 3,079 Joined: 25-August 04 From: Dazed and Confused Member No.: 2,618 Region Association: Northern California ![]() |
You said "we turned 322 3 mile laps in our 2012 24 hour race", which is an average of about 40 miles an hour. That's not real fast, so did you spend time in the pits? How much? A 40 mph average speed won't stress your engine, so I guess the real question is what's your real average speed, when racing, the speed you'd need to maintain for 24 hours?
Reason for the T1 suggestion was cost. All the performance parts you need are cheap in a T1, while the same T4 parts are expensive. The question about aircooled fours in endurance racing was because you're doing something really rare and difficult, so it's really cool. But it's so cool exactly because it's so hard. And since it's hard to make a T4 live that long it seems that your priority is probably longevity before power or RPM's. Or no? And IF that's the case (lots of "ifs" here) then that suggestion to go big and mild might be wiser than smaller and stressed. Did you chop up the back of the car, or was it converted to upright cooling? If so what are you using? Is there a thread somewhere? |
worn |
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#3
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Winner of the Utah Twisted Joint Award ![]() ![]() ![]() ![]() Group: Members Posts: 3,472 Joined: 3-June 11 From: Madison, WI Member No.: 13,152 Region Association: Upper MidWest ![]() ![]() |
Reason for the T1 suggestion was cost. All the performance parts you need are cheap in a T1, while the same T4 parts are expensive. The question about aircooled fours in endurance racing was because you're doing something really rare and difficult, so it's really cool. But it's so cool exactly because it's so hard. And since it's hard to make a T4 live that long it seems that your priority is probably longevity before power or RPM's. (IMG:style_emoticons/default/agree.gif) My short experience, with a ton of explorative reading, has led me to the conclusion that the 914 was designed for a six and given a 4. And that 4 was pushed to and then past its design limitations. To make power you end up heating the heads which had already been increased in size progressively. By the time they got to the 2.0, which was born of necessity and I am glad that they did, they had reached a point at which they had to move the red line on the temp gauge and sell a car where the oil pressure light came on at about 3 psi, with no stock gauge! They also sold them in general to the same kinds of people who buy Porsches now. If there were problems they would pay the dealer. Not a rant about the 914, because it is a thoroughbred chassis. I just think that if you want the power that the chassis deserves you are going to have heat or you are going to have a six (and heat). I drove my 914-4 to work today and loved every meter travelled. What I think I am saying is that for power, I am not sure that the type 4 engine is the best example out there. Maybe if you have to have air-cooled, but even then I suspect there is more capacity in the Type 1. What is the icon for having said the wrong thing? |
DBCooper |
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#4
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14's in the 13's with ATTITUDE ![]() ![]() ![]() ![]() Group: Members Posts: 3,079 Joined: 25-August 04 From: Dazed and Confused Member No.: 2,618 Region Association: Northern California ![]() |
What I think I am saying is that for power, I am not sure that the type 4 engine is the best example out there. Maybe if you have to have air-cooled, but even then I suspect there is more capacity in the Type 1. What is the icon for having said the wrong thing? Yeah, probably not good to say. Trekkor's already invested in the T4, it's a solid engine, and if he never saw more than 190 degrees he's already figured out what I thought would be the biggest hurdle. Not that it helps any in this discussion (it doesn't) , but I like this photo of Funcars at Donnington Park: (IMG:http://www.914world.com/bbs2/uploads_offsite/www.funcup.co.uk-2618-1371157490.1.jpg) So what were average speeds when you were on the track? Were you competitive with the class winner, or do you need to go faster? Don't answer that, EVERYONE needs to go faster, so a lot or a little? For the valve cover gaskets you can weld a 1/4" strip of sheetmetal on the inside of the valve cover to form a channel so the gasket can't slip in. That together with a lot more crankcase ventilation and they should stay in place. Can't fix shunts, you'll tighten that nut, so put in a good sound system and go have some fun. 190 degrees? I'd LOVE to see your ugly vents. Everybody's given good suggestions about lightening the valve train so you can rev higher. You've got a late model car, so what's the final drive now, do you know? 3.88? If not that's a possibility, and cheap. A built late model fine geared single sideplate trans (superbeetle) should be all you'd need. Their 4th is geared a little higher already (and they also sell aftermarket fourth gears) and you can increase the RP even more to a 3:44. That might be preferable to a lot of (expensive) engine modification, unless you already intend to do that anyway. For the final word give Fat Performance a call. They still build T4's for desert racing and sell the parts, so they should give you as good information as you'll get anywhere. |
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