Peckerhead...

 

You know you love me.

 

 

Kevin,

What you really want is 1K hp @ 1bar.

 

Quoted for truth...

Nothing beats fresh race fuel.

Scott, don't post that small block ford article either..

 

Car is on its way to AZ, gotta love loading a turbo with R888s in the snow. We will see how this E85 turns out....

 

Kevin,

It will be interesting given the only variable appears to be the E85 and a tune to maximize the E85.

 

Yes, very interesting. Good Luck on the results...keep us posted.

 

Switzer did my last 2 Evo's on E85 but they had standalone ECU's etc... Neil has already commented on what it takes for the 996TT

The issue here in Michigan is the change from E85 to E70 which affects the tune & start up
since I didn't drive the car Dec-March My cars were tuned for
"class 2" minimum 74% ethanol content & ran rich on E85

This chart helps explain the different combinations that are available at different times of the year here...

www.e85mustangs.com/regions123.html

What percentage of ethanol content is being used for your tune?

Please keep us posted with your results & would love to see your car in the spring

 

As it was explained to me by Jon Lund (top Ford Tuner) the car will run rich on the lower percentage ethanol blends then the higher. As a result if it was tuned on E85 and you het a winter blend of 70 your car will not make as much power but be fine to drive.

FWIW - i've not had any cold start issues to date firing her up at or near freezing temperatures.

 

Add my car to the list of e85 conversions, I have spent the better of the last 6 months researching the best way to do this. For what I want it will basically require a ground up rebuild, so before I headed out to Afghanistan, I dropped my car off with Todd/Protomotive for an engine tear down and rebuild, new turbos (still undecided), fuel system, intake, exhaust and a few other fun go faster mods.

Main reasoning behind e85 is that its extremely easy to get in CO and surrounding states, has the equivalency of 116oct (or so I am told) and is $2.29/Gal last I checked. I live an hour away from PRCHE951 and the rest of the gang and cant validate $12-14/gal to drive there, hang out with some drives in Mexico, then drive back on race gas, carrying multiple 5gal containers in the front trunk isn't something I want to do.

Some will ask, so I'll say it here... I also thought it would have been a mind blowing obvious upgrade to my last tuners system as well but... a lucky buyer in Arizona has that setup now.

I believe I will be the first e85 tuned Porsche above 5000', I'll definitely get numbers after I get it dialed in, should be fun!

 

The car is in AZ now and should be tuned this coming week if scheduling allows. It is being tuned on verifiable E85 from a VP drum. The link you posted is a great source of info and also validates the choices we have made with this tune. By tuning straight E85, the worst that can happen with a winter blend is a moderately rich condition that will be down on power but little else. The article in that link claims the difference between Summer blend and Winter blend is no more more than 1 AFR point. If AFR goes down a bit from a richer mixture, that is safe. If it gets tuned for E70 and then runs E85 Summer blend , then a lean condition can arise. Besides, the car will have a map switcher anyway, I can always just run 93 in the early Spring and late Fall. It should be interesting!

 

I think you have it backwards, if you tune for E74 and then run E85, you will run LEANER...at least according to the article you referenced...

Let's look at the flip side going from Winter Blend to Summer Blend during the Spring time. What happens here is much more important, because now we are going from less ethanol content (70%) to more ethanol content (85%) and that will potentially cause a lean condition. As we all know, lean is great on your wife or your grilled chicken, but certainly not on an internal combustion engine! As mentioned above, the maximum range it should fluctuate at WOT, is 1 full point on your gasoline AFR gauge. If you were previously at 11.8 AFR with the pedal to the floor, it could potentially go up as much as 12.8, but more likely around half a point at 12.3. When performance tuning, this could be a critical mistake that causes engine failure. The high octane is much more forgiving than gasoline but the longevity of your motor ultimately depends on how safe your tune was built.

 

I wont ask.....

 

Hey Kev, I usually don't ask questions I know the answer to as well... But if I had to guess, we do have some things in common.