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Yup. Changing tires is like getting a new pair of shoes...you need to walk (or run) in them a while and get used to them.:cool:
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My engine dynoed at 482 HP at the flywheel and 502 ft.lbs. torque. I haven't had it dynoed in the car (plan to get it fine-tuned in the Spring) so no idea what's actually getting to the rear wheels. The car hooks up pretty well and pulls hard. I've broken the tires loose a few times shifting into 2nd. All but one of those times it just kept pulling straight and the tires grabbed again. Once, it got pretty loose and, although I didn't get sideways, I was close to losing it. Lesson learned - that stretch of road looked just like all the others when I hit second a bit hard. Won't do that again.
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Now, Bill... there's more to these engines than just the HP/Torque numbers. I had mine built with a shorter stroke (4.125") and with light weight Wiseco pistons, light weight aluminum flywheel, and what not, just so it would rev quickly with the old fashioned solid lifters, and old fashioned cam. All of that, not to make more power, but just because I like the sound and it's fun to do on occasion -- but still be drivable in stop and go traffic. Brent sometimes likes to poke good-natured fun at some of that, because he knows he could have built it differently and easily added 100+ horses to the mix. But, the choice is yours....:MECOOL: |
No, I poke fun at you because you think a shorter stroke makes it rev faster....
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Opinions are different than facts. David Brown's 496 with a 4.250" stroke crank would sound like an F1 car compared to yours... ;-)
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I'm booked through the middle of next year....
But thanks. |
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Brent, give us the lowdown on this topic if you don't mind. I also thought that, all else being equal (e.g., lightweight components), an oversquare engine revved better than an undersquare one, but undersquare had the torque advantage.
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I'm at around 500 / 500 at the flywheel with a mid-range cam and 482ci at 10.9:1 comp, which was done on purpose to allow room to grow if I ever got the itch. I sent my engine specs to Blykins and he verified I certainly have that capability, but I really do think I am just fine just as it is for now.;)
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Lip,
Too many variables....but as in everything else, it's not wise to make generalizations. Lots that go into engine acceleration: weight of rotating assembly, piston ring drag, external component weight (flywheel, clutch, etc.), and most importantly, how much power the engine makes. Take the engine off the dyno and stick it in the car, then you're working with even more variables....rearend ratios, trans ratios, exhaust, amount of air you're able to pull in, etc. |
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I'm "only" at 400hp for my Factory five running goodyear F1's and IRS, and recently thought about selling for a 991TT. I drove the 991TT and although fast (very fast) it was no where near the feel of the FFR.
With the 991S having less power than the twin turbo version, I suggest finding someone local that will take out out in their car. I'd like to jump in power to 600hp, but the reality is that most of that would be lost in tire spin anyways. In 4th doing 60 a stomp on the skinny peddle easily breaks the rear free If you were closer, I'd let you drive mine just to get the feel for "only" 400hp |
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Work less but your bottom line would be the same ;) |
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A 991 TT is just a very different car. I like them both, but wouldn't consider a 991 TT as a substitute for a Cobra, or vice versa. Also, to be honest, I'd just as soon have an S coupe vs a TT.
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