No budman, I replaced my Unichip system over a year ago. The reason it was replaced was we experienced too many related code fault problems after 500 rwhp.

My concern with any other add on boxes is code fault. Although Promotive has said I would not experience any code faults related to this unit.

Gotcha, you said your "past experience with Unichip" I am a little slow this early. What the heck are you doing up so early it is like 5 am over there! Go to bed you goofball!

hilarious

Kevin,

There simply isn't enough time to do all the work and then re tune. :( It's still going to be a nail bitting event seeing who comes out as the top dog. :)

Chad,
although I had mentioned waiting a week till Tyson's car is clear, we could take it in earlier and have the shop guys start with the mechanical install. Then when I'm ready, I could get the emulation equipment in your car and do the live tune shortly after tyson's.
As I told you over the phone, we've been running these injector drivers on 993's, and 993tt's since about 1995 or so and had great success with them.
It's just been recently that the 996tt's are outpacing the saturated injector technology that it's even been neccesary. But that's actually the good part :)
Now, let's get enough fuel in there to see when those rod's will go ;) <-- Probably not a funny joke :(

Just let me know, and I'll get on it either way.

The programming/retune shouldn't be too much of an issue with the larger injectors.
I'm toying with a 996na engine converted to twin-turbo with our 4.05L kit and swapping injectors around is really a non-issue.
It's been fun though. just .3 bar makes 462hp, and .5 bar so far has made 550hp... At the crank. I just keep running out of mass flow/injector/program, etc. It's based on the na program and hasn't been too agreeable thus far, but the power numbers are just great :) It shouldn't take over .75-.8 barfor 600hp at the crank. And it's making about equal torque to power right now. Too bad it's not an open project, the lower end of the engine is built for 1.2 bar ;):cool:

Tyson,

Just maybe you are not such a dark horse after all!

R
Got a cage yet?

R,

I don't believe Tyson was ever a dark horse. I believe he has an excellent chance of winning the whole thing. :cool:

Hey Chad,
I am just bugging Tyson to get going with the cage so he can run ORR next year. Agree his car has a good chance!

R

Roland,

Haven't gotten the cage yet. Won't do it until I get the specs and blessing from you and Carl.

Also, just read your post on the other site about you wanting me to get in touch with you regarding ORR. What is this charity run you were talking about, and when is it?

I am back in town tomorrow, will give you a call tomorrow or monday.

P.S. I'd rather be the dark horse in the event. Less pressure and less hype. My little blue car is just another Turbo with a loud exhaust. ;)

Are you going to watch our little event?

C'mon Chad - try and make it - where there is a will there is a way...
I thought this shootout was ur idea anyway?? u've spent all this time and money....I think it would be much cooler if ur car shows up...

Did somebody say Dark horse:)?? Come on now.. I'm bringing a lil' tiptronic grocery getter...

ROFL!

In that case I better bring the wife's torque monster!

quote cjv

" R,

I don't believe Tyson was ever a dark horse. I believe he has an excellent chance of winning the whole thing."


:D

The limitation is not defined by a number. More like how much pressure per cylinder event. A good point would be to imagine a motor that makes 500 foot lbs at 1000 rpms would put considerably more load on the rods than the same torque at 5000 rpms.

My experience in tuning VW/Audi engines is that having too much torque soon in the power band will essentially hydrolock a motor. Put bluntly, bend some expensive shi-ot.

This is why the really high powered cars with big turbos are less knock prone as the pressure per event is less. This can also put less stress on the rods.

I would be really interested in examining some failed engines to try and determine the actual cause of failure.

Jeff

Jeff,

Based on your above explanation it sounds like we are on the right track by not starting the nitrous until after the peak torque has passed. It also does not hit at once as it has a programmer that pulses it on over a certain period. The above numbers are without the use of nitrous.

It also brings up another question about stress in the lower rpm's. I changed my gearing. The stock first gear is 3.818 and the second is 2.048. I have changed them all, but my question relates to first and second. I went to 3.167 for first and 1.938 for second. I had found, with my power the stock gears were useless. They just spinned the tires and were over in a blink. I guess the question is, in your opinion, how does this gear change effect the torque as it relates to pressure on the rods?

I had removed my rear seat and seat belts several months ago. For over three months I have tried to find the part number for the part that covers the hole left when the retractible rear seat belt is removed. The stock part that comes off has a hole for the seat belt.

What I discovered is there is no part number. I removed the part on both a GT2 and GT3. What I found was Porsche covers the stock part (with the hole) in leather. hilarious