[flash]

lol - no, i was suggesting a PCV valve

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[Kunz]

Hi Tim

Hope I got it all right with the shortcuts I dont know...
Anyway, we vent the crankhouse to the <b>intake</b> of the SC as said not to pump oil everywhere under boost. We also vent the idle control motor to the <b>intake </b>of the SC.

Kunz

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[SpeedForceRacing]

<!--quoteo(post=69800:date=Apr 2 2009, 02:07 PM:name=Kunz)-->QUOTE (Kunz @ Apr 2 2009, 02:07 PM) <{POST_SNAPBACK}><!--quotec-->Hi Tim

Hope I got it all right with the shortcuts I dont know...
Anyway, we vent the crankhouse to the <b>intake</b> of the SC as said not to pump oil everywhere under boost. We also vent the idle control motor to the <b>intake </b>of the SC.

Kunz<!--QuoteEnd--><!--QuoteEEnd-->


Kunz,

The idle control motor should go from the port on the intake manifold(underneath throttlebody) to the idle control motor and then to the fitting(the one you have capped off) on the ic pipe right before the throttlebody.The IAC is just a by-pass around the throttleplate. The way you have it could cause some werd idling issues.


Tim

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[SpeedForceRacing]

<!--quoteo(post=69695:date=Mar 31 2009, 06:55 PM:name=flash)-->QUOTE (flash @ Mar 31 2009, 06:55 PM) <{POST_SNAPBACK}><!--quotec-->lol - no, i was suggesting a PCV valve<!--QuoteEnd--><!--QuoteEEnd-->



I see.It is not neccessary though.

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[Kunz]

OK!

Finally the car is on the lift again!
During the next days the new flywheel will be fitted, also some last points will be done and then tuning of the system will start. I installed a Piggyback I got from Vitesse-Racing (actually a SMT6 unit of perfect power) which alows to tune over the MAF-signal / manifold pressure / rpm the injection and ignition. It also has some basic logging features. I programmed a basic file to start from and which works fine in NA mode. But whenever possibel we will rather try to programm the stock ECU. This would be the best in my eyes but we dont know yet if the limitations of the stocker gives us enough room to play. We will see.

@ Tim:
Thanks for the advice, Tim. We thought about where to put it and came to the the point where we said there is no pressure on it stock and we dont give pressure with the SC either. The few short times we let the engine run up to now it had a perfect and immediate idle. Sure we will have a sharp eye on this point and will change if needed.

Kunz

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[SpeedForceRacing]

<!--quoteo(post=69996:date=Apr 6 2009, 11:20 PM:name=Kunz)-->QUOTE (Kunz @ Apr 6 2009, 11:20 PM) <{POST_SNAPBACK}><!--quotec-->OK!

Finally the car is on the lift again!
During the next days the new flywheel will be fitted, also some last points will be done and then tuning of the system will start. I installed a Piggyback I got from Vitesse-Racing (actually a SMT6 unit of perfect power) which alows to tune over the MAF-signal / manifold pressure / rpm the injection and ignition. It also has some basic logging features. I programmed a basic file to start from and which works fine in NA mode. But whenever possibel we will rather try to programm the stock ECU. This would be the best in my eyes but we dont know yet if the limitations of the stocker gives us enough room to play. We will see.

@ Tim:
Thanks for the advice, Tim. We thought about where to put it and came to the the point where we said there is no pressure on it stock and we dont give pressure with the SC either. The few short times we let the engine run up to now it had a perfect and immediate idle. Sure we will have a sharp eye on this point and will change if needed.

Kunz<!--QuoteEnd--><!--QuoteEEnd-->


Why did you not use the Super-Afc? Will you be running more boost?

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[Kunz]

Tim:
First of all, unfortunatelly I never managed to get the rpm-signal properly with the APEXi NEO. As we wrote a lot of mails then and as you adviced I tryed all the places I could immagine to get that signal correctly. I guess it must have been an electronic problem, some frequency in the electric system of the car, which made the rpm read by the APEXi jump up and down. I am sure with some elecronic "damping" i could have fixed this.
So second - and that is more important - I wanted to get control over ignition and some logging-features. I then found this SMT6 unit which allows some more tuning in a map for fueling (just like the apexi changing the MAF-signal), for ignition and an additional injector if needed. the corrections for the MAF signal / ignition timing is done in dependance of rpm and an analog singal so-what-ever, in my case a GM MAP sensor, actually perfect for a supercharged enginge.

Please dont get me wrong here, Tim. I think the APEXi is a great and simpel-to-use tool! I tuned some cars (Japanese) with the APEXi and it worked very well, got out some real great gains. I also tuned the 968 - inspite of the rpm-problem - on E85 and was able to get some nice gains for a NA-car, but as I wanted more features anyway, I didnt invest more time in solving something I wouldnt use in the end anyway.

If someone is interested I can post some printscreens of the SMT6 and again the GTech runs on fuel and tuned by the Apexi on E85...

Kunz

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[chris-91]

<!--quoteo(post=70103:date=Apr 8 2009, 09:55 PM:name=Kunz)-->QUOTE (Kunz @ Apr 8 2009, 09:55 PM) <{POST_SNAPBACK}><!--quotec-->Tim:
First of all, unfortunatelly I never managed to get the rpm-signal properly with the APEXi NEO. As we wrote a lot of mails then and as you adviced I tryed all the places I could immagine to get that signal correctly. I guess it must have been an electronic problem, some frequency in the electric system of the car, which made the rpm read by the APEXi jump up and down. I am sure with some elecronic "damping" i could have fixed this.
So second - and that is more important - I wanted to get control over ignition and some logging-features. I then found this SMT6 unit which allows some more tuning in a map for fueling (just like the apexi changing the MAF-signal), for ignition and an additional injector if needed. the corrections for the MAF signal / ignition timing is done in dependance of rpm and an analog singal so-what-ever, in my case a GM MAP sensor, actually perfect for a supercharged enginge.

Please dont get me wrong here, Tim. I think the APEXi is a great and simpel-to-use tool! I tuned some cars (Japanese) with the APEXi and it worked very well, got out some real great gains. I also tuned the 968 - inspite of the rpm-problem - on E85 and was able to get some nice gains for a NA-car, but as I wanted more features anyway, I didnt invest more time in solving something I wouldnt use in the end anyway.

If someone is interested I can post some printscreens of the SMT6 and again the GTech runs on fuel and tuned by the Apexi on E85...

Kunz<!--QuoteEnd--><!--QuoteEEnd-->


hello Kunz ,

yes I am interested [img]style_emoticons/<#EMO_DIR#>/wink.gif[/img]

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[Kunz]

OK!

I got the car and drove some miles. Did some logging, some very basic tuning and a GTech-dyno run.

The car idles perfect, runs very smooth but way to rich! I did this as it seems safer to me to start from the rich side than from the lean. I will sure do some more tuning and messurement during the next few days, but here as a starter the initial GTech run stock with my catback vs the same setup with SC tuned by SMT6...

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[nicco]

hello,

I suppose the GTECH is not configured correctly, because the HP is very low for your setup [img]style_emoticons/<#EMO_DIR#>/biggrin.gif[/img]
seriously, good job and you're the pressure because Chris looked forward the results of your job to place an order [img]style_emoticons/<#EMO_DIR#>/wink.gif[/img]


Nico.

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[Kunz]

Hi Nico

Looking at the GTech data there is now 25% more torque and 31% more power. If you take the stock data (240hp/ 305Nm...which I really should have had) the engine now produces some 84hp / 76Nm more...

The GTech is great in my eyes; but never care about numbers. The only thing that matters is befor vs after...

The next - thing beside tuning - is to messure the boost level the SC produces. From the numbers my car is making I dont think it is 0.5Bar / 7 Psi... maybe 0.35Bar... we will see.

I keep on posting here!

Kunz

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[nicco]

<!--quoteo(post=70197:date=Apr 10 2009, 11:25 AM:name=Kunz)-->QUOTE (Kunz @ Apr 10 2009, 11:25 AM) <{POST_SNAPBACK}><!--quotec-->Looking at the GTech data there is now 25% more torque and 31% more power. If you take the stock data (240hp/ 305Nm...which I really should have had) the engine now produces some 84hp / 76Nm more...<!--QuoteEnd--><!--QuoteEEnd-->
whow, great number and this is with the E85 or not?

<!--quoteo(post=70197:date=Apr 10 2009, 11:25 AM:name=Kunz)-->QUOTE (Kunz @ Apr 10 2009, 11:25 AM) <{POST_SNAPBACK}><!--quotec-->The GTech is great in my eyes; but never care about numbers. The only thing that matters is befor vs after...<!--QuoteEnd--><!--QuoteEEnd-->
I'm really all right with this


PS: sorry for my bad english [img]style_emoticons/<#EMO_DIR#>/tongue.gif[/img]

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[pinball1008]

<!--quoteo(post=70197:date=Apr 10 2009, 11:25 AM:name=Kunz)-->QUOTE (Kunz @ Apr 10 2009, 11:25 AM) <{POST_SNAPBACK}><!--quotec-->Hi Nico

Looking at the GTech data there is now 25% more torque and 31% more power. If you take the stock data (240hp/ 305Nm...which I really should have had) the engine now produces some 84hp / 76Nm more...

The GTech is great in my eyes; but never care about numbers. The only thing that matters is befor vs after...

The next - thing beside tuning - is to messure the boost level the SC produces. From the numbers my car is making I dont think it is 0.5Bar / 7 Psi... maybe 0.35Bar... we will see.

I keep on posting here!

Kunz<!--QuoteEnd--><!--QuoteEEnd-->

Seat of the pants is just the best measure although the numbers look good as well.
This thread makes continually good reading and I thank you for taking the time for keeping us up to date with your adventure.
Good luck with the tuning.

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[Kunz]

...just to correct eventual thoughts about the SFR-kit is not working efficiently I must say than the graphs above where driven out with only 0.3Bar of boost. I am in contact with Tim so he can get me a smaller Pulley for 0.5Bar.
Also I have to say that its a good idea to have an IC! Also at only 0.3Bar. Tha one that came with the kit works very efficiently in the place where we put it. the inlet piping of the IC is pretty warm / hot, the outlet nicly cool.

For those of you who would like to see a printscreen of the SMT6 unit with some logging graphs (3rd gear full pull, red fueling/ Lambda V, green rpm, light blue MAP), here it is:

Kunz

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[mattipuh]

<!--quoteo(post=70186:date=Apr 10 2009, 05:10 PM:name=nicco)-->QUOTE (nicco @ Apr 10 2009, 05:10 PM) <{POST_SNAPBACK}><!--quotec-->hello,

I suppose the GTECH is not configured correctly, because the HP is very low for your setup [img]style_emoticons/<#EMO_DIR#>/biggrin.gif[/img]
seriously, good job and you're the pressure because Chris looked forward the results of your job to place an order [img]style_emoticons/<#EMO_DIR#>/wink.gif[/img]


Nico.<!--QuoteEnd--><!--QuoteEEnd-->

Interesting project.
There's one guy in Finland who supercharged his S2 and got
260hp & 365nm from the crank @ 0.3bar, officially.

Would be nice to get such update to 968 aswell, close to 300hp @ crank would be cool, could be enough to harass those 911 guys on track, although we're close already now. [img]style_emoticons/<#EMO_DIR#>/tongue.gif[/img]

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[Kunz]

Hi Matti

With 0.5 Bar of boost the 968 will produce about 350 - 360hp @ the flywheel / crank which would be about 310 - 315 @ the wheels. With the "only" 0.3 Bar I run now it is maybe 315 - 320hp @ the flywheel resp about 275 - 280hp @ the wheels. If I have tuned everything properly I maybe will do a "real" dyno-run and post it here.

But dynos are (almost) just numbers to sleep quiet. For to know if it works or not the seat of the pants and - a bit more accurate - the GTech works fine. Remember again: The numbers of the simulated dyno per se dont say too much - it's only a question of calibration. What really matters is the curve befor vs the one after (same calibration); difference in %. Also - and this works also and always - you can compare the passing times like 40-80, 60-100 etc.

Kunz

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[SpeedForceRacing]

Kunz,


Very good job.We like the Vitesse product and are going to start carrying it.It would be nice to see how it works witthe 968 Motronics and it could potentially allow you to run some more boost safely with the ability to retard ignition timing.The 968 handles boost very well with no ignition retard as long as you keep the charge air cool and dont get too crazy with the boost.I would like to see what the supercharger can do on low compression engine with 14 psi of boost. I am sure it would easily make over 400WHP! I have a feeling you might be the first to do it.

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[Big Dave]

<!--quoteo(post=70437:date=Apr 16 2009, 06:54 AM:name=SpeedForceRacing)-->QUOTE (SpeedForceRacing @ Apr 16 2009, 06:54 AM) <{POST_SNAPBACK}><!--quotec-->Kunz,


Very good job.We like the Vitesse product and are going to start carrying it.It would be nice to see how it works witthe 968 Motronics and it could potentially allow you to run some more boost safely with the ability to retard ignition timing.The 968 handles boost very well with no ignition retard as long as you keep the charge air cool and dont get too crazy with the boost.I would like to see what the supercharger can do on low compression engine with 14 psi of boost. I am sure it would easily make over 400WHP! I have a feeling you might be the first to do it.<!--QuoteEnd--><!--QuoteEEnd-->

You wont be the first to get over 400bhp, as 9M in the UK have already done that on more than a few occasions.....

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[chris-91]

<!--quoteo(post=70288:date=Apr 12 2009, 05:31 AM:name=Kunz)-->QUOTE (Kunz @ Apr 12 2009, 05:31 AM) <{POST_SNAPBACK}><!--quotec-->Hi Matti

With 0.5 Bar of boost the 968 will produce about 350 - 360hp @ the flywheel / crank which would be about 310 - 315 @ the wheels. With the "only" 0.3 Bar I run now it is maybe 315 - 320hp @ the flywheel resp about 275 - 280hp @ the wheels. If I have tuned everything properly I maybe will do a "real" dyno-run and post it here.

But dynos are (almost) just numbers to sleep quiet. For to know if it works or not the seat of the pants and - a bit more accurate - the GTech works fine. Remember again: The numbers of the simulated dyno per se dont say too much - it's only a question of calibration. What really matters is the curve befor vs the one after (same calibration); difference in %. Also - and this works also and always - you can compare the passing times like 40-80, 60-100 etc.

Kunz<!--QuoteEnd--><!--QuoteEEnd-->

I think that 400cv, it is too for one 968 especially on the track
[img]style_emoticons/<#EMO_DIR#>/wink.gif[/img]

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[chris-91]

sorry , my answer is for Tim

goob Job Kunz [img]style_emoticons/<#EMO_DIR#>/wink.gif[/img]

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