TPC Racing Project 987 Turbo 3.7
Apr 1, 2009 | 02:52 PM
#1
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Posts: 921
TPC Racing Project 987 Turbo 3.7
Many of you have seen the announcement of our ATP:2 Turbo system with our new engine options... We currently have 3, 3.7 Turbo, orders... This will chronicle our first engine build and install.
The rods we are using are 4340 Carrillo Rods made to work with Clevite 77 Rod Bearings. Incredibly strong and perfect for the turbo application.
Pistons are made of forged aluminum to fill a larger bore of 3mm and 2 pts less compression(bringing the compression to 9.5:1)
The crank is built to our exact spec to lengthen the stroke and the journals are also done to a 3mm radius(ala factory RSR)
The block itself is re-sleeved to increase wall thickness(over stock) while also increasing the bore by 3mm/cylinder. The sleeves are done in Nikasil and are finished by diamond hone. Our blocks are built to our specs by Millenium.
Please feel free to ask any questions you might have!
The rods we are using are 4340 Carrillo Rods made to work with Clevite 77 Rod Bearings. Incredibly strong and perfect for the turbo application.
Pistons are made of forged aluminum to fill a larger bore of 3mm and 2 pts less compression(bringing the compression to 9.5:1)
The crank is built to our exact spec to lengthen the stroke and the journals are also done to a 3mm radius(ala factory RSR)
The block itself is re-sleeved to increase wall thickness(over stock) while also increasing the bore by 3mm/cylinder. The sleeves are done in Nikasil and are finished by diamond hone. Our blocks are built to our specs by Millenium.
Please feel free to ask any questions you might have!
Jun 1, 2009 | 08:04 PM
#6
Thread Starter
| TEAMSPEED.COM
Joined: Dec 2008
Posts: 921
Forgot to post this update!
In the past year, TPC Racing released the first readily available Cayman Turbo Kit to the public. Our initial kit boasted 485bhp at a modest 5.5lbs. (<0.4 bar) of boost. In his never ending quest for perfection, the kit’s designer, main engineer, and President of TPC Racing, Michael Levitas soon released Version2.0 (ATP:2).
There were a few reasons for developing this update including improving drivability, improving fuel consumption, and expanding the tuning possibilities to include things such as boost controllers and various engine mappings for different climates. However, one of the main purposes for the kit’s update was to open the door to bigger power.
But, with 485bhp pushing through the motor, how could we possibly create more power without reducing the overall reliability of the automobile? Months of R&D have led to a solution.
TPC Racing is proud to announce the TPC Racing Cayman Turbo Engine Build Project. The goal of this project was to turn the already outstanding, Cayman Turbo into a true SUPERCAR BEATER. To achieve this goal, President of TPC Racing, Mike Levitas has decided to start with a “modest” 3.7L engine build. This build will leave almost no engine component untouched, as you will see.
When referring to almost any other car, the logical description would start from the top and go to the bottom. However, with the Porsche’s horizontal boxster motor, we will start at the crank and work our way out.
Before assembly of the motor can commence, the motor must be disassembled and cleaned, with several of the major parts being sent out to our manufacturing partners for modification.
The crank must be modified into a “stroker” crank. The term “stroker” is used because the modification of the crank will result in the piston having a longer distance or “stroke” to travel every engine cycle. Some may wonder; “By machining material off of the crank, will it’s overall strength and reliability be diminished?” The crank, like several other components in the engine, was deliberately over-engineered, meaning that is initially designed to handle far more stress than it would ever be subjected to in the real world. Even with the machining of the crank, not enough material is removed to actually have a measurable effect on the crank’s strength and longevity. In order to help maintain these characteristics, each of the crank’s journals was machined to include an undercut fillet radius. A fillet radius is often used on high-performance crankshafts as a way to help dissipate the stresses put on the crank at the journal’s edge. To fit the newly machined journals, Mike decided to go with a set of MAHLE/CLEVITE Motorsports Bearings. MAHLE is the manufacturer of OEM Automotive bearings; and Mahle’s CLEVITE division is the manufacturer of the bearings used in both NASCAR and Formula 1. As these bearings are strong enough to survive the most extreme racing conditions (sustained 7000+ RPM for hours); they will certainly be strong enough to survive many miles of street usage as well as many track events.
After the machining process, the crankshaft undergoes nitridization. This costly, time consuming, process involves immersing the crankshaft in nitrogen containing salt solution between 500°F and 600°F. The resulting chemical reaction forms a hardened surface on the crank greatly increasing the crankshaft’s overall strength and rigidity as well as providing a better lubricating surface.
Next on the modifications list is the 3.4L core block. The stock 3.4L block is sent out to Millennium Machine & Tool for machining. Millennium is a leading manufacturer of OEM automotive parts as well as high grade aerospace, agricultural, and military grade parts. In the skilled hands of Millennium’s technicians, the stock block has new, more durable, nikasil treated sleeves installed. These new sleeves are then bored to the appropriate dimensions and diamond honed for a flawless finish. Finally, before being shipped back to TPC, Millennium decked the block to ensure a perfect seal between the block and the heads.
Housed in these brand new, stronger cylinder sleeves are a set of high-performance connecting rods and pistons. The rods and pistons for this application were supplied by Carrillo and CP Pistons. Carrillo and CP are the aftermarket divisions of Pankl, one of the largest manufacturers of OEM engine internals as well as parts for professional race series and aerospace applications. The top race teams in Formula 1, 2, and 3 as well as NASCAR, AMA, World Rally, IRL, and more all turn to Carrillo for their connecting rods. Carrillo supplied us with a set of top of the line, high-performance H-beam rods as per Mike‘s specifications. These are the strongest connecting rods available, and are designed to withstand the most extreme conditions an automobile may encounter, whether on the streets or on the track. These racing quality H-beams are connected to a set of CP Pistons. Like the connecting rods, the pistons used had to be custom fabricated for this application. These new pistons were forged from aluminum and were designed to drop the engine’s compression ratio from 12.5:1 to 9.5:1. These lighter, yet stronger, pistons will allow the engine to rev faster, while maintaining their performance and integrity when put to the test.
Our goal for building the TPC Racing Cayman 3.7L is to give an amazing platform the engine it originally deserved. Please stay tuned for more pictures and build progress.
More pictures...
Engine should be going in in the next week or so
In the past year, TPC Racing released the first readily available Cayman Turbo Kit to the public. Our initial kit boasted 485bhp at a modest 5.5lbs. (<0.4 bar) of boost. In his never ending quest for perfection, the kit’s designer, main engineer, and President of TPC Racing, Michael Levitas soon released Version2.0 (ATP:2).
There were a few reasons for developing this update including improving drivability, improving fuel consumption, and expanding the tuning possibilities to include things such as boost controllers and various engine mappings for different climates. However, one of the main purposes for the kit’s update was to open the door to bigger power.
But, with 485bhp pushing through the motor, how could we possibly create more power without reducing the overall reliability of the automobile? Months of R&D have led to a solution.
TPC Racing is proud to announce the TPC Racing Cayman Turbo Engine Build Project. The goal of this project was to turn the already outstanding, Cayman Turbo into a true SUPERCAR BEATER. To achieve this goal, President of TPC Racing, Mike Levitas has decided to start with a “modest” 3.7L engine build. This build will leave almost no engine component untouched, as you will see.
When referring to almost any other car, the logical description would start from the top and go to the bottom. However, with the Porsche’s horizontal boxster motor, we will start at the crank and work our way out.
Before assembly of the motor can commence, the motor must be disassembled and cleaned, with several of the major parts being sent out to our manufacturing partners for modification.
The crank must be modified into a “stroker” crank. The term “stroker” is used because the modification of the crank will result in the piston having a longer distance or “stroke” to travel every engine cycle. Some may wonder; “By machining material off of the crank, will it’s overall strength and reliability be diminished?” The crank, like several other components in the engine, was deliberately over-engineered, meaning that is initially designed to handle far more stress than it would ever be subjected to in the real world. Even with the machining of the crank, not enough material is removed to actually have a measurable effect on the crank’s strength and longevity. In order to help maintain these characteristics, each of the crank’s journals was machined to include an undercut fillet radius. A fillet radius is often used on high-performance crankshafts as a way to help dissipate the stresses put on the crank at the journal’s edge. To fit the newly machined journals, Mike decided to go with a set of MAHLE/CLEVITE Motorsports Bearings. MAHLE is the manufacturer of OEM Automotive bearings; and Mahle’s CLEVITE division is the manufacturer of the bearings used in both NASCAR and Formula 1. As these bearings are strong enough to survive the most extreme racing conditions (sustained 7000+ RPM for hours); they will certainly be strong enough to survive many miles of street usage as well as many track events.
After the machining process, the crankshaft undergoes nitridization. This costly, time consuming, process involves immersing the crankshaft in nitrogen containing salt solution between 500°F and 600°F. The resulting chemical reaction forms a hardened surface on the crank greatly increasing the crankshaft’s overall strength and rigidity as well as providing a better lubricating surface.
Next on the modifications list is the 3.4L core block. The stock 3.4L block is sent out to Millennium Machine & Tool for machining. Millennium is a leading manufacturer of OEM automotive parts as well as high grade aerospace, agricultural, and military grade parts. In the skilled hands of Millennium’s technicians, the stock block has new, more durable, nikasil treated sleeves installed. These new sleeves are then bored to the appropriate dimensions and diamond honed for a flawless finish. Finally, before being shipped back to TPC, Millennium decked the block to ensure a perfect seal between the block and the heads.
Housed in these brand new, stronger cylinder sleeves are a set of high-performance connecting rods and pistons. The rods and pistons for this application were supplied by Carrillo and CP Pistons. Carrillo and CP are the aftermarket divisions of Pankl, one of the largest manufacturers of OEM engine internals as well as parts for professional race series and aerospace applications. The top race teams in Formula 1, 2, and 3 as well as NASCAR, AMA, World Rally, IRL, and more all turn to Carrillo for their connecting rods. Carrillo supplied us with a set of top of the line, high-performance H-beam rods as per Mike‘s specifications. These are the strongest connecting rods available, and are designed to withstand the most extreme conditions an automobile may encounter, whether on the streets or on the track. These racing quality H-beams are connected to a set of CP Pistons. Like the connecting rods, the pistons used had to be custom fabricated for this application. These new pistons were forged from aluminum and were designed to drop the engine’s compression ratio from 12.5:1 to 9.5:1. These lighter, yet stronger, pistons will allow the engine to rev faster, while maintaining their performance and integrity when put to the test.
Our goal for building the TPC Racing Cayman 3.7L is to give an amazing platform the engine it originally deserved. Please stay tuned for more pictures and build progress.
More pictures...
Engine should be going in in the next week or so
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