This motor has been together and sometimes tested many times. It just keeps getting changed. Probably have enough parts left over to almost build three motors. Sometimes due to mistakes other times due to learning something new. The last time it was torn down was because we we introduced to some F1 technology related to lowing the coefficient of friction on all the moving parts.

This motor has no 996tt Porsche original parts. The closest part to original (or using an original part) was the Spanish case which was aligned bored, bow tailed, machined for 965 oil sprayers, machined for 3 index oil pump and treated with heat dispersion coating on exterior. All other parts were CAD designed, made up in plastic and assembled to check clearances and function and then contracted out to be produced.

Back when people were playing with GT3 exhaust cams as a cam upgrade, we tried to go to cam manufactures be build our single lobe cams (intake and exhaust). None of the big cam manufacturers would touch the project. It took 60K to have cams and tappets designed and manufactured from scratch. This was probably the single most expensive part we had made.

 

[QUOTE=cjv;4611726]This motor has been together and sometimes tested many times. It just keeps getting changed. Probably have enough parts left over to almost build three motors. Sometimes due to mistakes other times due to learning something new. The last time it was torn down was because we we introduced to some F1 technology related to lowing the coefficient of friction on all the moving parts.

This motor has no 996tt Porsche original parts. The closest part to original (or using an original part) was the Spanish case which was aligned bored, bow tailed, machined for 965 oil sprayers, machined for 3 index oil pump and treated with heat dispersion coating on exterior. All other parts were CAD designed, made up in plastic and assembled to check clearances and function and then contracted out to be produced.

Back when people were playing with GT3 exhaust cams as a cam upgrade, we tried to go to cam manufactures be build our single lobe cams (intake and exhaust). None of the big cam manufacturers would touch the project. It took 60K to have cams and tappets designed and manufactured from scratch. This was probably the single most expensive part we had made.[/QUOTE

Indeed, this will be epic!!, cheers!

 

Beautiful work!

 

[QUOTE=Rufian;4611814]Rufian .... if you want to quote a thread .... Just click on "Quote" and you don't have to copy and paste.

 

^^^^^^^^

 

The motor is on the engine dyno at Performance Deveoplement awaiting the delivery of a fly wheel from ERP. Hopefully this clutch and fly wheel will arrive soon.

 

The clutch and fly wheel arrived last week. We are waiting for Performance Development to do the dyno work.

 

Motor will be placed on engine dyno this week.

 

Nice! Looking forward to it.

 

Any update? Did you get it back on the dyno?

 

Chris, sorry for the delay. The motor is on the dyno, yet we keep having annoying things popping up. Last Friday it was the throttle body drive by wire.

KA utilizes a 96 mm throttle body from a US muscle car which does not use the same servo motor as the 99ttt. We now need to change the servomotor to be compatible with the Porsche program or change the existing program to be compatbile with our 96 mm TB's servomotor. It sounds like this will be rectified sometime this week.

 

never heard of this computer system. can you share any details about it and why you chose this sytem.

 

I requested Neil, the owner of Performance Developments to respond to your question.





From the Emtrom web site showing the outputs etc.


Emtron’s KV8 is a wire in ECU with extreme flexibility. Industry leading I/O count will ensure you do not have to make any sacrifices when configuring your engine and vehicle. This ECU will support up to 8 Channels of fuel and 8 Channels fully sequential Ignition. Every KV8 is housed in a durable billet Aluminum enclosure and includes up to 64Mb permanent memory for on board logging and oscilloscope function, DBW control, twin Lambda controllers, twin digital Knock control, Ethernet communications and 3 axis G-force sensing to name a few.


Specifications.

1.0 General
Power Supply
Operating Voltage: 6.0 to 22.0 Volts DC (ECU shutdowns at 24.0V)
• Operating Current: 350mA at 14.0V (excluding sensor and load currents)
• Reverse Battery Protection via External Fuse
• “Smart” Battery Transient Protection
• Operating Temperature
ECU Internal Temperature Operating Range: -30 to 110°C (-22 to 230°F)
Physical
External:
Enclosure Size: 134 mm x 162 mm x 27 mm
• Weight KV Series: 0.74kg
Internal:
Dual 100MHz Processors
• 500MB DDR RAM (0.5GB)
• Up to 64MB permanent memory storage for ECU logging and Oscilloscope Function
• Up to x10 channel Oscilloscope function
o Sampling at 500k samples/second
o Includes Crank and Cam sensors inputs
o Includes Digital Inputs 1-8
• On-Board Barometric Pressure Sensor.
o Range 40 - 115.0 kPa
• 3-Axis Accelerometer
o 16 Bit Resolution
o 2g/ 4g/ 8g dynamically selectable full-scale
o Output Data Rate 500Hz
Communications
Ethernet 100Mbps. High Speed communications channels used for tuning and uploading ECU log files.
• 2x CAN nodes/ 6 Channels per node



2.0 Injection
The ECU can control both modes of injection: Saturated and Peak & Hold.
Peak and Hold - 8 x channels
When using low impedance injectors (< 5 Ohms) the ECU uses a switch mode current limiting technique to minimize heat dissipation in the Injector. This gives better injector control and helps maximize injector life by lower its operating temperature.
Independently configurable Peak and Hold currents up to 8 cylinders
• Max Peak current 8A
• Max Hold current 2A
• Current limited to 10A.
• Flyback Voltage Clamp: 60V.
Saturated
Required when injector resistance is greater than 5 Ohms.
Current limited to 5A.
• Flyback Voltage Clamp: 60V.
Auxiliary Fuel Mode
Unassigned Fuel channels can be used to switch or modulate resistive and inductive loads.
Sink continuous current 5A, current limit 8A.
• Flyback voltage clamp: 60V.
• Maximum Frequency: 5kHz
Protection
• Over current / Short to Battery protection
• Electrostatic discharge (ESD) protection
• Flyback Voltage Clamp: Dependent on Flyback pin configuration. Normally battery constant power.



3.0 Ignition
Ignition Control - 8x channels
8 Channels Sequential/Wasted Ignition or 4 Leading/4 Trailing Ignition.
• Independent switchable pull-up resistor control on channels 1 to 8.
• Adjustable source current; 35mA at 5V or 70mA at 8.2V for high current mode
Auxiliary Ignition Mode
Unassigned Ignition channels can be used to switch or modulate
resistive and inductive loads.
Sink continuous current 1A, current limit 3.0A.
• Flyback voltage clamp: 40V.
• Maximum Frequency: 5kHz
Protection
• Over current / Short to Battery protection
• Electrostatic discharge (ESD) protection



4.0 Digital Inputs
Digital Inputs Overview - Up to 14x channels
Application: Switch to 0V, Switch to VBatt, logic signal, Magnetic or Hall effect frequency based signals.
• Input Analog Voltage Range: 0 -20.0V
• Input Frequency Range: 0 - 30kHz (Available on DI 1- 8)
• Filter time constant = 12us
• Input Impedance.
o DI 1- 8: 39k Ohms to ground.
o DI 9 -14: 70k Ohms to ground.
• Switchable Pull-up resistor on all channels
o 4k7 to 9.0V.
• “True” Zero crossing detection on magnetic based signals
• Independent programmable arming thresholds from 0.1V to 15.0V on frequency based inputs. Resolution = 0.1V.
• Programmable trigger edge(s).
• Maximum input signal amplitude /-100V.
Analog Voltage Input Mode
When not used as frequency or switched inputs these channels can be used to measure analog signals. All Channels have over voltage protection.
DI 1- 8
• Input Analog Voltage Range: 0 - 20.0V
• 4.88mV resolution (10 bit effective resolution)
• Maximum usable Analog Input Voltage: 20.0V
• Input Impedance = 39k Ohms to ground.
DI 9- 14
• Input Analog Voltage Range: 0 - 20.0V
• 20.0mV resolution
• Maximum usable Analog Input Voltage: 20.0V
• Input Impedance = 70k Ohms to ground.



5.0 Auxiliary Outputs
The ECU contains 3 different types of auxiliary outputs. These drives are suitable for controlling relays, resistive and inductive loads, stepper motors, DC servo motors and electronic throttles. Auxiliary channels 1-8 can be selected as Low or High Side Control on most models.
Low Side Driver - Up to 16x Channels
• Auxiliary 1-4:
o Continuous current 3A
o Modulated peak current 5A
o 8A Limit
• Auxiliary 5-8:
o Continuous current 2A
o Modulated peak current 3.5A
o 5A Limit
• Auxiliary 9-12: Half bride (see below)
• Auxiliary 13-14: Sink Continuous current 6A, 12A Limit
• Auxiliary 15-16: Sink Continuous current 10A, 20A Limit
• Maximum Frequency: 15kHz
Protection
• Over current / Short to Battery/Thermal overload protection
• Electrostatic discharge (ESD) protection
• Reverse Battery Protection
• Flyback Voltage Clamp: Dependent on Flyback pin configuration. Normally battery constant power.
High Side Driver - Up to 8x Channels
• Auxiliary 1-8: Source Continuous current 4A, 9A Limit
• Maximum Frequency: 15kHz
Protection
• Over current / Short to Battery protection/Thermal overload protection
• Electrostatic discharge (ESD) protection
• Reverse Battery Protection
• Flyback Voltage Clamp: Dependent on Flyback pin configuration. Normally battery constant power.
Half Bridge Driver - 4x Channels (Aux 9 - 12)
• Sink or Source Continuous current 5A, 8A Limit.
• Maximum Frequency: 15kHz
Protection
• Over current / Short to Battery protection Thermal overload protection
• Electrostatic discharge (ESD) protection
• Reverse Battery Protection
• Flyback Voltage Clamp. Battery voltage through Aux 9-12 Supply pin



6.0 Analog Inputs
All analog inputs are sampled using 12bit ADCs. They are suitable for sensors that have an output voltage, potentiometers and temperature sensors. All analog inputs can also be used as switched inputs with activation levels programmable from 0 - 5V.
Analog Voltage Inputs - Up to 14x Channels
• Input Analog Voltage Range: 0 -5.0V
• 100k ohms input resistance to ground
• 1st order 100Hz Low pass filter.
• 1.22 mV resolution
Analog Temperature Inputs - Available on 6 channels
• Configurable pull-up control on Analog Channels 7 -12
• Input Analog Voltage Range: 0 -5.0V
• 1.0k ohm input resistance to 5.0V and 100k Ohms to 0V
• 1st order 100Hz Low pass filter.
• 1.22 mV resolution



7.0 Crank and Cam Sensor Inputs
• Two Independent channels with Magnetic, Hall effect and Logic options
• Maximum signal amplitude /-100V
• Input Resistance = 39k Ohms to ground
• Switchable Pull-up resistor = 4k7 Ohm to 5.0 V
• “True” Zero crossing detection on magnetic based signals
• Programmable Independent arming thresholds from 0.1V to 15.0V on all signals



8.0 Knock Control
• 2 Independent channels.
• Using Bosch, Digital Knock Integrated Circuit Technology
• Selectable Frequency from 5 - 15kHz
• Selectable Bandwidth form 300Hz - 5kHz
• Programmable digital filter coefficients.
• Selectable gain control.
• Bank selectable Knock Control.



9.0 Lambda Control
• 2 independent channels supporting Bosch LSU4.9 sensors
• Using Bosch, Integrated circuit technology for sensor control.
• Closed Loop heater temperature control for precise lambda measurement.



10.0 Analog Voltage Outputs
• Resolution is 4.88mV (10 bit)
• Output voltage range 0 - 5.0V
• Output driving current 100mA
• Output impedance 22 Ohms



11.0 Voltage Supply Outputs
5V Engine Supply
Continuous current: 0.25 Amps
• Accuracy: /- 0.5% at 20 °C
• Short circuit, Thermal overload protection.
5V Auxiliary Supply
• Continuous current: 0.25 Amps
• Accuracy: /- 0.5% at 20 °C
• Short circuit, Thermal overload protection.
8V CAS
• Continuous current: 0.4 Amps
• Accuracy: /- 0.5% at 20 °C
• Short circuit, Thermal overload protection.



12.0 Voltage Supply Inputs
ECU Supply
• Main ECU Power Supply
• Power Supply for Auxiliary Channels 1- 8 High Side Drivers
• Operating Range 6.0V - 22.0V
Aux 9-12 Supply
• Power Supply for Auxiliary 9-12 Half Bridge Drivers
o Connect to ECU Power Supply in non DBW applications
o Connect to DBW Relay output in DBW applications
Flyback Supply
• Flyback supply for Injector Channels when Peak & Hold mode is active
• Flyback supply for Auxiliary Channels.
• Connection will depend on loom layout. In most cases connect to a Battery Constant supply to prevent back-feeding issues.



13.0 Dedicated Functions
Dedicated Main Relay Control
• Provides a relay ground, 100mA Limit
• Short circuit, Thermal overload protection.
Dedicated Ignition Switch
• Used to control Main EFI Relay circuit at key-on
• Input Analog Voltage Range: 0 - 20.0V
• 100k ohms input resistance to ground
• Adjustable ON/OFF thresholds. Resolution = 0.1V.

 

The above system was chosen based on the requirements of the components called for in the systems design. The main components that require management are:

1) Twin charging systems
2) Non Porsche throttle body and related drive by wire.
3) Dual injectors and related fuel delivery system (progressive NOS system, 50 shot at activation and an addition 10 shot every tenth of a second for a total of a 200 shot after one and a half seconds)

 

The computer seems to have 8 injector outputs, and you have 12 injectors. Will some of the auxiliary outputs be used for this purpose?