Mark, do you mind going back to the EVO cars and selling your 911? No one is getting any more emails from Todd since you showed up

 

LOLOLOL

funny....

 

Jag,

Todd should have the car back the 1st week of March for a few days. We'll see how brave Todd feels the day it's on the dyno

It's a load bearing dynopack.

 

That is a great dyno....

 

Hi Kevin.

 

HI, Scott

 

Here are two pump fuels runs overlayed on one another. Higher numbers were at 1.0 BAR and the lower numbers were at .8 BAR.

Jamie's car made 500 rwhp and 525 rwtq at .8 BAR....and 573 rwhp and 598 rwtq at 1.0 BAR. His car also made 425 rwtq at only 3k rpm at 1.0 BAR on pump fuel.

 

For a guy that doesnt put much stock in dyno sheets...you sure do have alot of them ....you are starting to sound like me, and we cant have that happen! Kevin

 

Speaking aboust boost controller, the one way to have just one file for two fuels, is to change the fuel parameters once you cross a certain threshold lets say 1.2 bar. This will allow the ECU to adjust & add more fuel!! but keep in mind, if you run on high boost(race fuel) BEFORE you hit that threshold you will run either to rich or to lean depending on the fuel! Especialy if you have large turbos & it takes forever to reach that threshold! but then again I'm just a dumb shmuck anyway

 

Quoting Jitsu::: So, Todd, you are saying that the knock sensing on the OEM engine management is excellent? That, along w/ skilled tuning in large part explains why there are so few blown motors.

>>>>> Yes. Same old rods that gave all kinds of problems on the 993's, but the new engine management does a better job and keeps the spikes out of it.


I believe that you also said that above 490 hp, the system loses its knock sensitivity unless the MAF is upgraded?

>>>>> The stock maf reads to 1600kg/hr with a 200kg/hr offset, so 1400kg/hr max, that converts to about 51.44 lbs/min airflow. The 996tt's make about 9.25hp/lb/min, so 9.25 x 51.44 = 475.8 maybe a little more on good fuels That's where the MAF is pegged and cannot read any more. It's not losing sensitivity, but it's just done. Anything above that point will not register any increase in airflow, thus no more fuel is provided. If the O2's are in the loop, they'll continue to do their thing and provide more fuel, to about 25%, beyond that, the calibration needs to be kludged to make the a/f's correct at the higher flow levels, which compromises the lower airflow calibrations. Thus, the large MAF...

I would like to someday install the modified Mustang MAF that you have designed. Is itabout 1K?

>>>>>> Maf/housing is around $600.00 or so. We usually integrated it into our air intake system, but Rob at SCargo has successfully used it with his stock layout Carbon fibre intake...

I assume that I would need a new ECU tune, yes?

>>>>>> Yes.

And to the previous question about where the numbers for the runs came from, it was a Dynapack 4000 chassis dyno.

Topgun::: Speaking aboust boost controller, the one way to have just one file for two fuels, is to change the fuel parameters once you cross a certain threshold lets say 1.2 bar. This will allow the ECU to adjust & add more fuel!! but keep in mind, if you run on high boost(race fuel) BEFORE you hit that threshold you will run either to rich or to lean depending on the fuel! Especialy if you have large turbos & it takes forever to reach that threshold! but then again I'm just a dumb shmuck anyway

>>>>>> All good questions The ecu continually changes the parameters as long as it can see what's going on... and yes, we're able to map according to different levels of boost/load. At the .8 bar line, we're tuned for pump fuel, same up to around 1.0 bar, then at the 1.2 bar line, we've calibrated on VP103, and can change the calibration as many times as we want throughout the mapping as long as we have enough resolution. There's resolution down to around 40rpm's and a % or so load which would be to around .01 bar. There are many different tables to work with as well if you need to hit a sweet spot

 

They're hard to keep hidden when they're this good

 

Shout it from the roof tops....

 

Hmmm..... so if a turbo can flow say 25-26lbs of air per minute, then the maximum HP that engine can make is about 470HP... All those 550HP chassis dynos of stock K16s are therefore sh

 

Example # 1: Scott's 10.6 sec at 126 mph on stock turbos in a full weight AWD TT...Ooops, did I just say that? My mistake, I fully realize he did that time with 470hp...LOL.....

 

Interesting approach, even though the mapping changes from being on pump to VP103, the fuel in the car remains constant though? Either it's 91 or 103? So I think people just need to be careful and realize that even though the mapping changes above 1.2 bar to aggressive VP103 mode if they're running 91 they need to dial back their boost controller. If they leave it in the wrong place kansas is going bye bye