tv

Things that need to be done that affect performance > adjust throttle cable, check kickdown if auto, clean ALL grounds, clean and inspect 14 pin connector, purchase 2 AFPR's (euro's run lean), new injectors, Check or replace MAF, inspect harness, make sure nothing screwy was done to brains, new wires and plugs, new distributors, new dizzy toothed belt. check vacuum, all new fluids, and OPEN UP THE EXHAUST

Roger should have the correct Beru wires for this car. These yellow ones are beru connectors and I bought them from DEVEK!

edit: I almost forgot the most important part, after all the above is done get on a dyno with an exhaust reader and dial in the car using the MAF and AFPR to get right on 14.7 and slighty rich high up

drooman

Well said Anthony I should have been more clear. The quick review in various models, engines, transmissions and markets covered in the video is what I was referring to.

GT6ixer

Simple. When there's a demand guess what happens, opportunity arises and new businesses are created. Look at NLA parts that Roger has commissioned to be built. I've supplied him with a few and intend to produce more parts and there are many more folks out there doing the same thing.

And this is where I think the 928 will have an advantage over other popular collector marques. The 928 community tends to be very self supporting and innovative when it comes to keeping our cars running. That ingenuity is what will fuel further development as the years go by. The other communities I follow most, old Land Cruisers and Triumphs, do not have a tenth of the support available. Granted those cars are more simply constructed, but even simple items which were available to buy new 20 years ago have vanished with no hope of coming back.

Speedtoys

Agreed, but moldable parts of -a- surface quality are a far cry from interior and non-moldable parts. We dont have to argue what a -thin- market this is either, we both agree that it's a challenge.

Like Rogers cam gears...someone has to put forward 10s of 1000s of $ for a decade long payoff for real parts.

There are already 5spd trans parts that cant be made at any price slowly walking 5spd owners into an impossible corner.

GT6ixer

Additive manufacturing will change this dramatically. For my day job in the aerospace sector we have access to manufacturing with metal additive processes that produce parts with the requisite strength that would be required for say a cam gear. The machines that can do this produce parts that currently would be cost prohibitive to sell to limited collector car market, but that is changing rapidly. Just 5 years ago the most affordable commercial metal printer was north of $1 million. Today it's $100K. In 5 mores years it will be $10K. At that point metal parts for limited runs (i.e. sub 1000 parts) will be an order of magnitude cheaper than trying to pay for investment casting or CNC machining.

Now as far as the textiles go, that is an arena I am not familiar with. However there seems to be no end of upholstery shops that can do custom work and therefor likely to preproduce seats and carpets. Large plastic pieces like the headliner, dash, bumpers, and large sheet metal body panels will likely always be hard to come by and unlikely to be produced in small quantities at prices affordable to the lion's share of owners.

Speedtoys

I agree that the future is..untold, and I hope it works out...but in the next decade, I believe the gulf between savers and parts cars will widen, and the population of well sorted drivers (and better) will consolidate...and within that the "OE" restored population will be well rewarded, where 'personalized' modifications will start to take significant hits depending how far from "OE" the changes are..I'm riding that like, with no idea how it will work out.

GT6ixer

I agree. I would also say that the gulf would widen, albeit at a slower rate, even if a full suite of OE parts were available at reasonable prices. As far as OE vs Aftermarket I think that depends on the part. Maybe I'm completely wrong about this but I don't think "unseen" stuff like numbers matching cam gears are a "thing" in the collector car world?

Speedtoys

Exactly..I dont have numbers matching cam gears..but who cares. I dont have numbers matching final drive ratio either..someone MIGHT care, but it was a change in the 'right direction', and added LSD.

I dont have numbers matching brake calipers either, but they are Porsche calipers...etc.

But at 160k (today) I wont ever be at 'that' level where someone will care that much. But, with everything now but the tub itself at 30K miles or less, it does stand apart from a simpler well maintained 160k mile car.

cobalt

I appreciate the heads up and will put the owner in touch with Roger. I have bulk Beru wire and the crimp ends I used to make the wires on my 911 race engines but he wants OE or close The BERU wire I have is red. I didn't care about color but he does. The belt was just done and the caps and rotors are new. Exhaust is a must I agree. I have access to a mustang dyno so once we complete the list it will be dialed in. I recently did my GTS and surprisingly it showed factory + 6 ft pounds of torque calculated. Not bad for 67k mile 30 year old car.

I figured it was what you meant but these Youtube and podcasts drive me crazy. 90% of the time the info is incorrect. The play it up to the uninitiated and people all repeat their false facts as truths. Even the BaT posted magazine articles have a lot of incorrect info. Claiming the GTS got the big brakes from the 964 turbo which is incorrect. The 91 turbo got the calipers from the S4 using the larger 322mm rotors the GTS had the big brakes first they weren't installed on the turbo 3.6 in red until 93 but were also on the 93 3.3TSLightwight. It is technically a 92 but came out long after the GTS.

I was looking over the new Guntherworks 993 at over $1M they are using a magnesium flat fan made by the additive manufacturing process. We started to dabble with it back in the early 2000's. Clearly it has come a long way. As a former 1st tier supplier of aluminum and magnesium castings for nearly every aerospace/defense contractor for half my life I see the benefits but is it as strong as a quality cast part? I would achieve between 38ksi to 46ksi Ultimate Tensile on average from cast magnesium although min specs required were far less and about the same or more from aluminum with a higher yield than the magnesium. I am not so sure these new process are able to achieve that but would be interested in hearing more. I no longer have my foundry (long story) but I had worked with another foundry to come up with a new sand process for magnesium that is far more environmentally friendly and offers both a surface finish as good as can be achieved an oxide coating that has held up to years or exposure with minimal signs of surface corrosion and a sound casting with nearly 0 Microporosity.

He has been bugging me to find mag parts he can make in quantity which is more the issue but if you guys know of anything that we might be able to make in magnesium and need quality and strength let me know maybe i can help. I was about to embark on making 911 engine cases and parts for vintage race cars like 935's and 962's when my life took a sudden turn. Aluminum as well.

EMan 928

Happy Birthday, Dave! What a present you have for yourself. Is that an early 87 with the flip wing?

10 days ago I spoke to a guy here in SE Michigan about this car...he asked me what I thought it was worth. I'm guessing this is the same guy you bought it from.

Congrats on the purchase...good thing you have plenty of garage space

GT6ixer

The big guys, Boeing and Airbus, are mostly printing in stainless steel and titanium alloys. Those processes and metallurgies can achieve UTs in the 100 to 150 ksi range. Aluminum additive process will be in the 60 ksi range with a yield strength being about half of that. I don't know of anyone printing in magnesium. It's pretty reactive stuff and I suspect there are a lot of challenges with laser sintering it in its powder form.

One thing I didn't mention above, that is a big barrier to entry for any small business, like attempting to make metal parts for cars, is product liability. Insurance companies are no doubt behind the curve on new technologies and would likely view additive parts as high risk when compared to traditional manufacturing methods. Hopefully as more businesses enter the direct-to-consumer metal part market this will change and allow these types of businesses to trickle down to the niche of the collector car world.

cobalt

Funny that was my reaction as well and I tried several processes with mag that did not work due to its nature.

I have seen it in Titanium. Seems a better option than casting from what I gather. Very different applications though. I am fully aware of product liability especially for the rotating parts I made most were on The blackhawk/seahawk/SS/Chanock etc. I spent years making reproduction parts for vintage Ferrari and I even cast wheels for older F1 cars which is a huge risk factor. I used to trade my friend Joe Nastasi parts for vintage cars like his Typo 33/3 that won Mille Miglia beating Ferrari and Porsche and he would bring me barrels full of 512 engine cases that had cracks or damage. I turned them into cheap anodes. I sent the parts out for testing and I was appalled by what I found. Their metallurgy and tensile was below spec by a large margin. I doubt you will need more than what I was able to achieve for most applications but these new technologies are intriguing to me. Clearly it took a lot longer to get where the industry expected these processes to be by about 35 years or more.

Funny how Sikorsky told me I would be out of business by 1989 with composites and sintering technology. They were in quite a bind when the doors were closed. Supposedly they couldn't find another foundry to meet the criteria for 5 years. Another cast material that might have a good application for some car parts is almag35 a very uncommon alloy that has great potential but never quite caught on.



I tried to get them to open up the engine so I could see it up close but they wouldn't open it up. I am assuming it is operational but they had this prototype and Singer had their turbo exercise there as well. I just don't understand the need for these cars but I do appreciate the craftsmanship.

BTW off topic but some sintered Ti at its finest. I can appreciate the technology and effort to build this.

mdkelly1

This video doesn't exactly fit this thread, but parts of it made me smile (and identify with) the addictions that come with 928 ownership.

GT6ixer

Czinger. I love what they are doing. What's most impressive is the stress software they are using to develop the organic looking suspension bits. Koenigsegg also is doing some real cool stuff with AM.

Ghosteh

That's hilarious! I was totally onboard with his explanations & reasoning... and currently find myself with only one extra parts car.

This thread is dangerously headed off topic, but it's entertaining!