Discussion
Gents, with all due respect ~ Let's not go down the usual forum road of 'speculation' on my second wife without all the facts.
Nothing 'cheap' about this American Speed™ engine, or its (titanium) internals at a value of $43,000.00 USD + import.
Hosting the strongest Porsche G50/52 (LSD), totally reworked with all the supporting goodies inc. spray bar, Albins™ components, custom California Motorsports™ flywheel / billet side cover etc., Tilton™ hydraulic release bearing, twin Tilton™ cerametallic clutch (rated 1,000 lb/ft), mechanical Peterson™ cooler, strengthened uprights, uprated custom drive shafts and a host of other bits.
The transmission has been hand crafted by my engineer and personal friend David Lee who builds / services / maintains a vintage Le Mans Porsche series, a collection of Porsche GT cup cars, drag cars and builds Spitfire Merlin engines in his spare time, no less.
I am only passing this highly cherished GTR on because the second love of my life ( ...in THAT order! ) wants the bigger home, dogs, babies etc. and I was recently unfortunate enough to be royally shafted by a contractor.
Oh the sacrifices we men have to make; with all due respect, please try to help make this a less painful process than it already is lol.
Ta
Travis
Nothing 'cheap' about this American Speed™ engine, or its (titanium) internals at a value of $43,000.00 USD + import.
Hosting the strongest Porsche G50/52 (LSD), totally reworked with all the supporting goodies inc. spray bar, Albins™ components, custom California Motorsports™ flywheel / billet side cover etc., Tilton™ hydraulic release bearing, twin Tilton™ cerametallic clutch (rated 1,000 lb/ft), mechanical Peterson™ cooler, strengthened uprights, uprated custom drive shafts and a host of other bits.
The transmission has been hand crafted by my engineer and personal friend David Lee who builds / services / maintains a vintage Le Mans Porsche series, a collection of Porsche GT cup cars, drag cars and builds Spitfire Merlin engines in his spare time, no less.
I am only passing this highly cherished GTR on because the second love of my life ( ...in THAT order! ) wants the bigger home, dogs, babies etc. and I was recently unfortunate enough to be royally shafted by a contractor.
Oh the sacrifices we men have to make; with all due respect, please try to help make this a less painful process than it already is lol.
Ta
Travis
Edited by MRTRRH on Wednesday 25th February 18:32
Edited by MRTRRH on Wednesday 25th February 18:36
...totally fine!
Apologies if the response sounded as though I was 'virtually biting'.
A sore subject right now, what with this being an extremely reluctant sale; also given the effort it has taken to reach this point, plus all the R&D on torque tolerances / consulting and commissioning the experts.
Though built for 1050hp and beyond, this GTR will mainly be running an 880hp setup, with the bigger gear / cog bolted to this Weiand™ 250 blower; so therefore fighting well within its capabilities.
Fitting slicks, changing the blower cogs and playing with high-octane / fuel additives can push things. Most keep to using 2nd, 3rd, 4th and 5th gears with this arrangement. American Speed™ have done a fantastic job at creating a real steady 'predictable' power curve on this beast.
I cannot wait to hear it fire up!
Apologies if the response sounded as though I was 'virtually biting'.
A sore subject right now, what with this being an extremely reluctant sale; also given the effort it has taken to reach this point, plus all the R&D on torque tolerances / consulting and commissioning the experts.
Though built for 1050hp and beyond, this GTR will mainly be running an 880hp setup, with the bigger gear / cog bolted to this Weiand™ 250 blower; so therefore fighting well within its capabilities.
Fitting slicks, changing the blower cogs and playing with high-octane / fuel additives can push things. Most keep to using 2nd, 3rd, 4th and 5th gears with this arrangement. American Speed™ have done a fantastic job at creating a real steady 'predictable' power curve on this beast.
I cannot wait to hear it fire up!
MRTRRH said:
Hosting the strongest Porsche G50/52 (LSD), totally reworked with all the supporting goodies inc. spray bar, Albins™ components, custom California Motorsports™ flywheel / billet side cover etc., Tilton™ hydraulic release bearing, twin Tilton™ cerametallic clutch (rated 1,000 lb/ft), mechanical Peterson™ cooler, strengthened uprights, uprated custom drive shafts and a host of other bits.
The transmission has been hand crafted by my engineer and personal friend David Lee who builds / services / maintains a vintage Le Mans Porsche series, a collection of Porsche GT cup cars, drag cars and builds Spitfire Merlin engines in his spare time, no less.
Got a number for him, I'd be interested if he can make my G50/52 take that sort of torque in its stride.The transmission has been hand crafted by my engineer and personal friend David Lee who builds / services / maintains a vintage Le Mans Porsche series, a collection of Porsche GT cup cars, drag cars and builds Spitfire Merlin engines in his spare time, no less.
Tony, Hi.
DL operates full time for a private collector, I'll raise the question / PM details.
Note: the Tilton™ twin cerametallic clutch is rated 1,000 lb/ft.
We chose a cooled 'Albins™ internals' / spray bar route + the CMS™ bits for a pro-street setup, where she'll be running circa 880hp at circa 700 lb/ft. (within capabilities).
Someone wishing to run this GTR 24/7 closer to its top output of circa 1200hp at 900 lb/ft with slicks, will likely need an entire Albins™ box and a good life insurance policy.
Rgds,
T
DL operates full time for a private collector, I'll raise the question / PM details.
Note: the Tilton™ twin cerametallic clutch is rated 1,000 lb/ft.
We chose a cooled 'Albins™ internals' / spray bar route + the CMS™ bits for a pro-street setup, where she'll be running circa 880hp at circa 700 lb/ft. (within capabilities).
Someone wishing to run this GTR 24/7 closer to its top output of circa 1200hp at 900 lb/ft with slicks, will likely need an entire Albins™ box and a good life insurance policy.
Rgds,
T
MRTRRH said:
Tony, Hi.
DL operates full time for a private collector, I'll raise the question / PM details.
Note: the Tilton™ twin cerametallic clutch is rated 1,000 lb/ft.
We chose a cooled 'Albins™ internals' / spray bar route + the CMS™ bits for a pro-street setup, where she'll be running circa 880hp at circa 700 lb/ft. (within capabilities).
Someone wishing to run this GTR 24/7 closer to its top output of circa 1200hp at 900 lb/ft with slicks, will likely need an entire Albins™ box and a good life insurance policy.
Rgds,
T
Agreed.DL operates full time for a private collector, I'll raise the question / PM details.
Note: the Tilton™ twin cerametallic clutch is rated 1,000 lb/ft.
We chose a cooled 'Albins™ internals' / spray bar route + the CMS™ bits for a pro-street setup, where she'll be running circa 880hp at circa 700 lb/ft. (within capabilities).
Someone wishing to run this GTR 24/7 closer to its top output of circa 1200hp at 900 lb/ft with slicks, will likely need an entire Albins™ box and a good life insurance policy.
Rgds,
T
I have to think that the Porsche box with the Albins internals and CMS upgrade parts is is a pricey unless you were fortunate enough to pick up a box with internals that already needed changing at a reduced price?
MRTRRH said:
Tony, Hi.
DL operates full time for a private collector, I'll raise the question / PM details.
Note: the Tilton™ twin cerametallic clutch is rated 1,000 lb/ft.
We chose a cooled 'Albins™ internals' / spray bar route + the CMS™ bits for a pro-street setup, where she'll be running circa 880hp at circa 700 lb/ft. (within capabilities).
Someone wishing to run this GTR 24/7 closer to its top output of circa 1200hp at 900 lb/ft with slicks, will likely need an entire Albins™ box and a good life insurance policy.
Rgds,
T
TBH most of the stuff you have mentioned is already on (in? DL operates full time for a private collector, I'll raise the question / PM details.
Note: the Tilton™ twin cerametallic clutch is rated 1,000 lb/ft.
We chose a cooled 'Albins™ internals' / spray bar route + the CMS™ bits for a pro-street setup, where she'll be running circa 880hp at circa 700 lb/ft. (within capabilities).
Someone wishing to run this GTR 24/7 closer to its top output of circa 1200hp at 900 lb/ft with slicks, will likely need an entire Albins™ box and a good life insurance policy.
Rgds,
T
) my box I think I'm a bit paranoid about damaging an expensive box.Though I do want to increase boost on my car, I was thinking aftermarket or even looking at an Audi diesel box which apparently have been used in std. form on slick tires with 700BHP in the states and survived without damage!
just need the info on driveshaft angles to see if one will work.
Nobody wants to bear witness to the demise of their precious running gear through catastrophic transmission failure.
I have kept reminding myself that these things can go "BANG!", hence recommending to anyone who takes on this GTR, that over engineering and fighting well within ones capabilities saves any tears.
Tony is right in there being a financial fine line between optimisation of the G50 series and going the whole-hog with an out and out Albins™ alternative etc.
We're confident running circa 880hp to 900hp with approximately 700lb/ft on wet and semi-slick treads as the car currently stands; but would recommend further reinforced uprights / hubs, shafts and less traditional transaxles for sustained use of the 1k HP+ application, particularly on slicks!
The spray-bar, Peterson™ mechanical pump and cooler should help prevent the cogs from going blue; needs a wide JIC/AN setup for a high rate of flow on the fluids too.
Rgds, T
I have kept reminding myself that these things can go "BANG!", hence recommending to anyone who takes on this GTR, that over engineering and fighting well within ones capabilities saves any tears.
Tony is right in there being a financial fine line between optimisation of the G50 series and going the whole-hog with an out and out Albins™ alternative etc.
We're confident running circa 880hp to 900hp with approximately 700lb/ft on wet and semi-slick treads as the car currently stands; but would recommend further reinforced uprights / hubs, shafts and less traditional transaxles for sustained use of the 1k HP+ application, particularly on slicks!
The spray-bar, Peterson™ mechanical pump and cooler should help prevent the cogs from going blue; needs a wide JIC/AN setup for a high rate of flow on the fluids too.
Rgds, T
MRTRRH said:
Tony is right in there being a financial fine line between optimisation of the G50 series and going the whole-hog with an out and out Albins™ alternative etc.
It is probably worth noting that the Albins alternatives are becoming increasingly affordable as the Exchange Rate is moving in the right direction for us UK guys as some of our latest customers will testify. Sadly we paid over 30% more than today's prices for the first box we got a couple of years ago, simply down to the Exchange Rate. Doh!Indeed. If you're not buying this one... you'll need the shortened G50/52 casing adaptor and billet end cap from California Motorsports (see ad) and custom welded brackets for the new casing nose. The factory can supply engine mount spacers, which seat the power plant slightly further back (...a few mm), with no stress to the shafts and uprights. This engine has custom headers / manifolds leading to 4 into 1 collectors, then on to the standard SBC silencers. Relatively simple to do.
T
T
F.C. said:
BogBeast said:
I guess a blown SBC is the cheapest way to get to that level of HP
.........Twin screw supercharger will produce far too much torque at low end for the G50/52 to survive very for long I'd have thought, broken traction or not.Pretty sure these old school PD blowers weigh a ton as well. Along with the iron block (50kg more than an ally block) it's going to be a heavy weight that's for sure.
I disagree...
Very happy to be benefiting from a heavier power plant when putting down circa 1K BHP in a car weighing less than a packet of crisps!
Running lower temps than twin turbo arrangements under the rear clam.
Yet to fit GT40 rear ducts (Pagani Zonda style), carbon wrapped with fan assisted ducting to carb.
ReflectaGold firewall and clam, Zircotec coated headers, silencers etc.
Gail from American Speed (the Factory's preferred supplier) has built and setup this engine specifically for an Ultima GTR.
Very happy to be benefiting from a heavier power plant when putting down circa 1K BHP in a car weighing less than a packet of crisps!
Running lower temps than twin turbo arrangements under the rear clam.
Yet to fit GT40 rear ducts (Pagani Zonda style), carbon wrapped with fan assisted ducting to carb.
ReflectaGold firewall and clam, Zircotec coated headers, silencers etc.
Gail from American Speed (the Factory's preferred supplier) has built and setup this engine specifically for an Ultima GTR.
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