Boooooooooooooooost!
- Thread starter scam75
- Start date
I would disagree Paul....to put it in JC's words the RS500 tried to be a 944T with similar performance (in fact the standard 220 951 was faster) but was much more agricultural in comparison. It probably felt quicker due to the higher lag/greater punch when hitting boost. In fact, it was nearly 1/2 slower than the 220, RS500 being given a 0-60 time of 6.1 to 6.3 whereas the 220 was 5.9 to 6.1 depending on which road test you go by. The 951 was more than a sec quicker to the 1/4 mile and faster top speed although they are close. I wouldn't say the cossie was more planted either, in fact, it had a reputation for lift at high speed. The 951, on the other hand, is still the most planted car that I've driven, it's just as planted at max speed as it is plodding around town....This is probably the biggest reason why Porsche listed it as the fastest car in the fleet...you could drive it flat out safely, There are very few cars out there even today that can claim the same...
something that I read recently and did surprise me is that when launched the 951 had the fastest 0-30 mph time in the world, I'm not sure how accurate this is though, I've always thought as you Stuart that it doesn't like fast launches. Having said that I have surprised myself over the years (including before modified) just how quick the 951 can be with an aggressive launch, perhaps I'll look more into this claim at some point in the future..scam75 said:
blade7
Well-known member
PSH said:
Having owned a Cos for 13 years and 944T for 10 Pete, I'm going to have to disagree with you. TBH I wondered what all the fuss was about with the Cos when I bought it, 18-20lbs boost turned it into a totally different car. The 16V head and relatively big turbo mounted close to the head hit harder on boost IMO. Moving on to down force, I had my 3dr flat out many times on country roads that I wouldn't dream of matching in a 944. Having said all that I still think the 944t is a better built car, when I sold my Cos with around 60k miles, the engine and gearbox were overdue for a rebuild.
could be Paul...I did a few tricks on my son's cossie block..one was to machine a number of semi circle shapes equally spaced around the top piston rings. this allows the engine to hold higher boost levels with no blow by...I did consider doing the same to my IASA pistons but decided it wasn't needed as the extra ring takes care of this...
Frenchy
New member
I had a sapphire Cosworth in crystal blue, stage 1 tune, it was quick, I remember pushing a then new 993 down the M6 he was trying then realised he was not that quick, Cossie then blasted past him as he pulled over into the middle lane.
It did try and kill you though when it was even moist on the roads, great car but could not put the power down in certain conditions, first car I did over 150 in, in Germany of course oshifer ??
It did try and kill you though when it was even moist on the roads, great car but could not put the power down in certain conditions, first car I did over 150 in, in Germany of course oshifer ??
Here you go, Paul.... my son's escort Cab, he popped over today so I took a picture.....BTW it's an SE500 limited edition, only 500 made, from what my son said there's only 18 left on the road?...it's log book now states Escort Cab SE500 +RS turbo as my son does everything by the book..it's a pretty car I think....
excuse the poor quality photo.....
cheers
Pete
excuse the poor quality photo.....
cheers
Pete
scam75
Well-known member
Hi Thom. Yes tried everything. The injectors were 2nd hand and the old type with resistors. Eventually gave up and sold them on. It runs and fuels fine at my level of performance with the standard injectors which I overhauled recently.
So I got the wastegate off and the diaphragm is holed. The Lindsey wastegate re-uses parts from the standard wastegate, there is a bowl type plate which the diaphragm sits on, which is a part from a standard WG. This had corroded somewhat which in turn has damaged the diaphragm. Couldn't source a diaphragm from anywhere except Lindsay themselves. Just under £100 delivered. I will clean up the offending plate and rebuild it when the diaphragm arrives. I've shoved on a standard-ish single port WG for the time being which is holding 12 psi. I haven't bothered plumbing in the boost controller so it's just feeding straight from the banjo bolt. Car running fine but will be nice once the rebuilt DPW is back on. Does make quite a difference.
Stuart
So I got the wastegate off and the diaphragm is holed. The Lindsey wastegate re-uses parts from the standard wastegate, there is a bowl type plate which the diaphragm sits on, which is a part from a standard WG. This had corroded somewhat which in turn has damaged the diaphragm. Couldn't source a diaphragm from anywhere except Lindsay themselves. Just under £100 delivered. I will clean up the offending plate and rebuild it when the diaphragm arrives. I've shoved on a standard-ish single port WG for the time being which is holding 12 psi. I haven't bothered plumbing in the boost controller so it's just feeding straight from the banjo bolt. Car running fine but will be nice once the rebuilt DPW is back on. Does make quite a difference.
Stuart
TTM
Active member
Well, while it will certainly run fine again when you will have fixed it, I can only suggest to find a decent welder and get rid of the fussy flanges & bolts original assembly in favour of a V-band clamped Tial MV-S wastegate. It is a much more compact and lighter wastegate than the original and removes the known issues of an original tired wastegate.
scam75
Well-known member
Yes sounds nice Thom but don't need any more expenditure right now as gearbox also being overhauled at the moment. I've got new sealing rings for the WG and with a new diaphragm and a clean up the Lindsay item will do for the time being and should hold boost well enough.
Cheers
Stuart
Cheers
Stuart
scam75
Well-known member
So I finished rebuilding my Lindsey WG last night, not bolted back onto car yet. Noticed old diaphragm had many little kinks around the side bit, the bit that moves when the valve opens, and as a result of many years operation there were multiple pin holes at the bottom of many of these slight kinks. On fitting a new diaphragm, have noticed that these slight little kinks are starting to appear on the new part, although probably will take many years to hole, not overly impressed. The removed diaphragm would have been fitted in Lindsay's factory so its very unlikely I have done anything incorrect on re-installing the new part as the Lindsay OEM one done similar. I've e-mailed Lindsay to ask them before it goes back on the car. Anybody know what I'm talking about or have any similar experience? Pete maybe?
Cheers
Stuart
Cheers
Stuart
hi Stuart
I think I understand what you mean, think mine was the same although can't recall for sure. BTW if you want a quicker spool fit a spacer under the spring, it makes a big difference...IIRC I machined up a 4.5mm brass spacer, worked a treat. A much better design than the Linsey shims as they reduce the valve opening..
Pete
I think I understand what you mean, think mine was the same although can't recall for sure. BTW if you want a quicker spool fit a spacer under the spring, it makes a big difference...IIRC I machined up a 4.5mm brass spacer, worked a treat. A much better design than the Linsey shims as they reduce the valve opening..
Pete
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