Knackered old Porsche with loads of natural light - Boxster!

Thank you both, I really am over the moon my automotive engineering schenanigans are enjoyable reading

Great result. That HC reading must give you a lot of confidence everything is running and bedded-in well.

Yes exactly, the rest is just cat temp - it's a long way from the engine with a lot of volume between it and the exhaust ports but with some calibration changes and maybe some more thermal lagging to avoid the heat rejection from the pipe length it should get a lot better, well as much better as you can get when it already emits

I can't do a lot about the Lambda being close to the limits as there just isn't enough resolution available with 1000CC per pot injectors to get closer than that, especially at quite a high base fuel pressure so we'll just have to accept within limits is good enough on that one. If I wanted to improve that I'd have to go to multiple injectors per pot with some circa 300CC primaries to do the off boost/low speed/emissions running and some 700CC's or similar further up the intake runner for high RPM and on boost running.

LMGTFY

sottos:
BMW 2002: https://www.pistonheads.com/gassing/topic.asp?h=0&...
Porsche 996: https://www.pistonheads.com/gassing/topic.asp?h=0&...

waitey: https://www.pistonheads.com/gassing/topic.asp?h=0&...

First time I've seen Waiteys Cobra! What a bit of kit! That's my post dinner reading sorted!

Bit of electronics work today between lawn cutting and Sunday lunch , now it's all mostly working I've turned my attention to sorting out a few more of the integrations required.

Firstly was getting the ECU aware of the vehicle speed, this was quite simple as there is a rear axle speed signal generated by the ABS which exists at the original ECU (for idle up in coast etc.), I'd already wired this so it was just a matter of confirming that it did indeed do the do I thought it did. I remain seriously impressed with the Ignitron ECU as despite the fact it exists to be in a Golf it provides all the required functionality to rescale things like this, even when the frequencies involved are a magnitude greater. The Bosch ABS in the 986 outputs a frequency signal at 1hz per tenth of a mile per hour, why it needs to be quite this accurate I am not sure as the VAG implementation was 1hz per KPH, never the less I was able to rescale this and scale it to support 322kph at the ECU.... which should be enough

With that done I could then setup VSS dependant throttle and boost maps which gives gear dependant boost as well as the ability to run different dbw throttle response curves at different vehicle speeds. This is a very OEM way of doing things as it allows for a soft throttle response at low speeds for shunting around car parks etc. but an aggresive throttle response when the vehicle is at higher speeds. With that all completed I then configured the idle drive and idle up (so the engine revs will stay a few hundred RPM higher if you declutch in gear) and a couple of other related things.

The next job is to fit a clutch pedal sensor and terminate this and the brake pedal sensor into the dash display, this will run some stuff internally to turn the voltage into a 1 or a 0 and then stick it down the CANBus to the ECU. I can then configure launch, idle drive more completely and a few other bits.

As always with these projects it's a case of how far do you want to go but getting the control aspects to a reasonably OEM level was always important to me. I want a good cold start, reliable cat light off, nice idle drive and similar and doing this with aftermarket ECU's is usually quite a challenge. This one's been pretty easy

Absolutely, they wouldn't have my business if they weren't willing to agree both the value I want it covering for and the specification of it. They insure a lot of things for me (including the 996) and I've been very pleased with them over the years, generally the process starts with me sending them a detailed spec of the car along with what I want it covering for (both value, use case etc.), we'll then have a bit of a chat and look over some of the related invoices etc. as proof of value and I'll take some detailed photos of "the asset" as proof of condition at the point it goes on cover. With the Booster I gave them a spec at the start of the project and we'd agreed what the cover looked like whilst the car still had the original engine in it.

Both the 996 and the 986 are insured for business use, have European cover and whilst on mileage based policies the mileage isn't exactly restrictive, just as important to me they're insured for what I feel they are worth should the worst happen. It's also extremely useful having an e-mail address and a phone number that goes to a person as if I decide to do something weird and wonderful.... or just some filming, it's easy to get them on cover for that sort of activity.

In my experience it's possible to insure absolutely anything, but when the vast majority of insurers deal with a fixed spec product (i.e. a standard car) it's not surprising that the struggle or don't want to cover something very none standard that has a higher value than an equivalent age standard car. There are numerous brokers and speciality insurers that cater for this sort of thing (along with boats, air craft and a range of other crazy stuff) so if you want to do a crazy project don't let the thoughts on insurance stop you, just don't go looking for it on Confused or similar

I've given Badgers a shout this morning to sort out getting it on their dyno in the near future so you won't have too long to wait

I'm very keen to see what it makes on this exhaust manifold and how the charge cooling holds up, I feel that's the biggest limiting factor but I want a baseline of what the performance of the system is before deploying the water injection bandaid with some amount of prejudice

Yep, WI is essentially a cheat code isn't it - it was never something we could really use in OEM land though and it's banned in most motorsport series/championships that I was ever involved in so I feel a bit bad about just going straight in with it and not seeing what can be achieved on heat exchangers only first.

Given it runs a lot of boost and is sat in the middle of something in a 20 degree ambient I'd be happy with anything under 50 degrees C sustained, getting nearer to 40 degrees C I'd consider a total win. The air filter is also completely unshielded at the moment so unless the cars at speed that's going to be hindering things by chucking air that's already 10 degrees over ambient down the turbo which only makes it work harder in turn.

I'd be more than happy with your none WI temps, I'm quite happy to sacrifice 20bhp or so for simplicity, reliability I'm happy enough to lean on the knock control as required but even at 50 degrees inlet temp it shouldn't need to do that as the compensation tables are pretty good.

Of course if it ends up woefully over what's acceptable it'll be getting all the water/meth down it, if only to see how much power it makes, I built the engine with a WI bung ready to go just after the throttle body should it ever be needed

With regards pump control it'll be WO from the get go, there is almost no reason to do anything else (unless you're concerned about every amp in the electrical system). I want to achieve the maximum delta possible so keeping the charge cooler coolant at the lowest temperature possible is a priority and whilst flow rate vs temperature is a diminishing return (essentially past a point you aren't really moving any significant additional amount of thermal) it's very difficult to end up in a situation where you have too much flow rate. Engines are a bit different as you have a permanent flow restriction at the thermostat and every increase in flow rate is a decrease in crank power as you're robbing it to drive the pump but on open systems like a charge cooler I'm yet to find a real world issue with all the flow rate all of the time.

What sort of pump are you using for your setup as I think you've got a pair of coolers so probably quite a complex loop?

Do you know what the head pressure of the system is? If it's quite free flowing you may find a CWA-100 gives more flow, the 150 is designed for high head pressure applications but at lower head pressure the 100 flows quite a bit more than the 150.



I think you are running an original Porsche centre rad as the charge cooler rad? Even at zero vehicle speed you're likely radiating more than it's absorbing as it's not sandwiched with other exchangers, plus there's the engine bay heat soak into the charge coolers at zero vehicle speed - very often it's worth running the pump to avoid this.

Of course none of this stops it working absolutely fine, I'll be chuffed if my setup performs like yours!