Knackered old Porsche with loads of natural light - Boxster!
Discussion
So here's my job list as it stands today:
- Make up the new engine cover with the later spec 3D printed bits.
- Change the brake vacuum take off for the new fancy super compact Forge made silicone hose and replumb the rest of it (which makes room for).
- Mount the new fuel pressure regulator on the original sensor connector bracket.
- Strip the old fuel rail off with all the associated lines etc.
- Convert the original fuel feed and return lines to AN6.
- Fit the new fuel rail and associated bits.
- Make up new braided AN6 fuel lines with banjo terminations to the rail.
- Replumb the engine oil cooler coolant feeds to improve its efficiency.
- Track down the worlds smallest coolant leak (when parked for a couple of weeks it drops a £2 coin sized puddle).
- Fit the new billet ally EMP water pump bracket.
- Vent the rocker cover, the block only breather was good up to 350bhp or so but now we're past 400 it's not quite enough to cope with the amount of blowby at this. I need to decide if we go full billet rocker cover or just tig some AN10 fittings to a flat bit of the current cover!
- Nut and bolt check the whole thing as we're 3000 miles in now.
I also have a bit more ECU strategy stuff to do and really should think about quietening down the exhaust a bit.... although I've mostly got used to that now.
Still that's not a bad list really, a lot of it is nice to haves for future reliability more than anything else.
Once I've got that lot done, which is likely to be over Xmas break, we'll start the process of getting the new low ratio gearbox together and then pushing on for 500bhp....
- Make up the new engine cover with the later spec 3D printed bits.
- Change the brake vacuum take off for the new fancy super compact Forge made silicone hose and replumb the rest of it (which makes room for).
- Mount the new fuel pressure regulator on the original sensor connector bracket.
- Strip the old fuel rail off with all the associated lines etc.
- Convert the original fuel feed and return lines to AN6.
- Fit the new fuel rail and associated bits.
- Make up new braided AN6 fuel lines with banjo terminations to the rail.
- Replumb the engine oil cooler coolant feeds to improve its efficiency.
- Track down the worlds smallest coolant leak (when parked for a couple of weeks it drops a £2 coin sized puddle).
- Fit the new billet ally EMP water pump bracket.
- Vent the rocker cover, the block only breather was good up to 350bhp or so but now we're past 400 it's not quite enough to cope with the amount of blowby at this. I need to decide if we go full billet rocker cover or just tig some AN10 fittings to a flat bit of the current cover!
- Nut and bolt check the whole thing as we're 3000 miles in now.
I also have a bit more ECU strategy stuff to do and really should think about quietening down the exhaust a bit.... although I've mostly got used to that now.
Still that's not a bad list really, a lot of it is nice to haves for future reliability more than anything else.
Once I've got that lot done, which is likely to be over Xmas break, we'll start the process of getting the new low ratio gearbox together and then pushing on for 500bhp....
3000 miles - that's good going given the amount of time you spend working on this car and the other projects. What's it like on fuel? I just did a long trip in my 986 and on long-trips and all around the highlands it was ok. Driving locally since I have been back and it certainly has a thirst compared with my Polo GTi which has a 2.0 version of the engine in your car now.
Nearly 40mpg pootling around off boost, about 11mpg if you get on it 
I am running a little richer under boost than neccesary at the moment, it's partly for safety as it has no WI or similar but also this isn't really a car where I'm counting the fuel bill too closely.
2800 and change at the moment so I did round up a little, it did 500 miles fairly quickly as soon as it was on the road to bed everything pre dyno and then from there I've used it as a daily where appropriate and done a fair few reasonably long journeys in it - it soon tots up, even without a dedicated effort to get some validation miles on it.
Once I've done the next round of updates and the weather clears up I plan to use it as a daily for a bit (hence the consideration of quitening the exhaust!). It's very easy to drive so no reason not to and I'm keen for this car to always have the most miles on it, as there's a few others in build now and it's nice to keep ahead!
I am running a little richer under boost than neccesary at the moment, it's partly for safety as it has no WI or similar but also this isn't really a car where I'm counting the fuel bill too closely.
2800 and change at the moment so I did round up a little, it did 500 miles fairly quickly as soon as it was on the road to bed everything pre dyno and then from there I've used it as a daily where appropriate and done a fair few reasonably long journeys in it - it soon tots up, even without a dedicated effort to get some validation miles on it.
Once I've done the next round of updates and the weather clears up I plan to use it as a daily for a bit (hence the consideration of quitening the exhaust!). It's very easy to drive so no reason not to and I'm keen for this car to always have the most miles on it, as there's a few others in build now and it's nice to keep ahead!
It's actually a pretty impressive combustion system when you look at it in depth.
The engine is low compression, so in normal pootling about operation is pretty low NOX as a result, the cat is massive to get the flow rate for big power so whilst that impacts cold start light off it's great for scrubbing the remaining NOX down to nitrogen when in the operating window.
The engine is port injection, so unlike DI engines has very little fine particulate matter emissions. As such no GPF is required to reduce the fine particulater matter at the tailpipe.
The engine has excellent lambda control (via an OEM production wide band lambda sensor and associated short and long term fuel trim strategies) and an ECU which is capable of very fine injector control. The injectors are well balanced so the general excess fuel below L1 at light load is very mininal and coupled with the the big Cat this scrubs the bit of excess you always get with port down to water really efficiently.
Basically it's incredibly clean when in tootling around town operation, it's a bit dirty on boost but this is really down to the calibration strategy we've followed of excess fuel for cooling and it's not like its at WOT/Full Boost all the time
The lower compression ratio doesn't really translate to a lazy feeling engine in the car as the whole car is so light compared to most modern production cars.
I think Boxster make excellent daily drivers, the two boots really do make for a practical car that can carry a surprising amount!
The engine is low compression, so in normal pootling about operation is pretty low NOX as a result, the cat is massive to get the flow rate for big power so whilst that impacts cold start light off it's great for scrubbing the remaining NOX down to nitrogen when in the operating window.
The engine is port injection, so unlike DI engines has very little fine particulate matter emissions. As such no GPF is required to reduce the fine particulater matter at the tailpipe.
The engine has excellent lambda control (via an OEM production wide band lambda sensor and associated short and long term fuel trim strategies) and an ECU which is capable of very fine injector control. The injectors are well balanced so the general excess fuel below L1 at light load is very mininal and coupled with the the big Cat this scrubs the bit of excess you always get with port down to water really efficiently.
Basically it's incredibly clean when in tootling around town operation, it's a bit dirty on boost but this is really down to the calibration strategy we've followed of excess fuel for cooling and it's not like its at WOT/Full Boost all the time
The lower compression ratio doesn't really translate to a lazy feeling engine in the car as the whole car is so light compared to most modern production cars.
I think Boxster make excellent daily drivers, the two boots really do make for a practical car that can carry a surprising amount!
poppopbangbang said:
It's actually a pretty impressive combustion system when you look at it in depth.
The engine is low compression, so in normal pootling about operation is pretty low NOX as a result, the cat is massive to get the flow rate for big power so whilst that impacts cold start light off it's great for scrubbing the remaining NOX down to nitrogen when in the operating window.
The engine is port injection, so unlike DI engines has very little fine particulate matter emissions. As such no GPF is required to reduce the fine particulater matter at the tailpipe.
The engine has excellent lambda control (via an OEM production wide band lambda sensor and associated short and long term fuel trim strategies) and an ECU which is capable of very fine injector control. The injectors are well balanced so the general excess fuel below L1 at light load is very mininal and coupled with the the big Cat this scrubs the bit of excess you always get with port down to water really efficiently.
Basically it's incredibly clean when in tootling around town operation, it's a bit dirty on boost but this is really down to the calibration strategy we've followed of excess fuel for cooling and it's not like its at WOT/Full Boost all the time
The lower compression ratio doesn't really translate to a lazy feeling engine in the car as the whole car is so light compared to most modern production cars.
I think Boxster make excellent daily drivers, the two boots really do make for a practical car that can carry a surprising amount!
I was going to say something like that but you beat me to it 😄The engine is low compression, so in normal pootling about operation is pretty low NOX as a result, the cat is massive to get the flow rate for big power so whilst that impacts cold start light off it's great for scrubbing the remaining NOX down to nitrogen when in the operating window.
The engine is port injection, so unlike DI engines has very little fine particulate matter emissions. As such no GPF is required to reduce the fine particulater matter at the tailpipe.
The engine has excellent lambda control (via an OEM production wide band lambda sensor and associated short and long term fuel trim strategies) and an ECU which is capable of very fine injector control. The injectors are well balanced so the general excess fuel below L1 at light load is very mininal and coupled with the the big Cat this scrubs the bit of excess you always get with port down to water really efficiently.
Basically it's incredibly clean when in tootling around town operation, it's a bit dirty on boost but this is really down to the calibration strategy we've followed of excess fuel for cooling and it's not like its at WOT/Full Boost all the time
The lower compression ratio doesn't really translate to a lazy feeling engine in the car as the whole car is so light compared to most modern production cars.
I think Boxster make excellent daily drivers, the two boots really do make for a practical car that can carry a surprising amount!
A little update, not much has been going on with the Booster recently as I've been focusing on the Cayenne as I'm off to Africa in it in a fortnight.
However I did put all the currently 3D printed bits out for production a few weeks back and the first have just arrived from the machine shop:
Nice billet version of the EMP Auxilary water pump mount
The rest of the bits should arrive over the next week or so and once I'm back from playing in the sand in the Cayenne I'll crack on with all the Booster winter upgrades
However I did put all the currently 3D printed bits out for production a few weeks back and the first have just arrived from the machine shop:
Nice billet version of the EMP Auxilary water pump mount
The rest of the bits should arrive over the next week or so and once I'm back from playing in the sand in the Cayenne I'll crack on with all the Booster winter upgrades
The Porsche Post article is now available on line for those who would like a read:
https://www.porscheclubgb.com/news-and-events/news...
https://www.porscheclubgb.com/news-and-events/news...
Adam Towler Porsche Post said:
In practice, it’s absolutely mighty. I’m not sure I’ve ever driven a modified car, let alone one with an engine conversion, that feels so OEM as the Booster. Its manners – all the boring bits like low-speed running in traffic, idling, behaviour on clutch take-up, etc – are meticulous and that’s courtesy of the Igntron ECU and the extensive time spent calibrating the software. It’s really quite surreal because, before long, to drive it feels entirely Porsche-like. I find myself thinking out loud. “Did I miss something? Did Porsche make one of these originally?”
Thanks chaps!
Always a real pleasure to build a car and have it appraised by someone who has driven stuff that ranges from F1 cars to Ferraris greatest and latest. Hugely chuffed by the summing up, the last 20% of a project is always the hardest and most time consuming so getting such a nod on the quality of the calibration and general driveability made me very happy!
Always a real pleasure to build a car and have it appraised by someone who has driven stuff that ranges from F1 cars to Ferraris greatest and latest. Hugely chuffed by the summing up, the last 20% of a project is always the hardest and most time consuming so getting such a nod on the quality of the calibration and general driveability made me very happy!
trails said:
Wow, almost like a paid editorial...mission accomplished, just need to build a head with titanium gubbins to address the heal and toe criticism, you should be able to knock that up the Xmas break 
No money exchanged hands! Blip already resolved, it's just calibration (the heads already got titanium gubbins) - essentially the transient calibration is always pretty slow to start with as you build data around keeping the cat happy in these scenarios. Blip can be pretty nasty for them if the cats already very hot as you essentially throw a low of fuel across it to get the engine to accel. This was running closed loop fueling through the blip with the DBW slowed accordingly to allow the closed loop fueling PIDs to keep up, a few revisions back it went to (mostly) open loop blip so way more aggressive.
If you didn't need to keep the cat happy then the drive by wire moves quicker than you can move your foot with all the amps behind it so at that point it's just rotating assembly mass that's the limit really.
poppopbangbang said:
No money exchanged hands!
Blip already resolved, it's just calibration (the heads already got titanium gubbins) - essentially the transient calibration is always pretty slow to start with as you build data around keeping the cat happy in these scenarios. Blip can be pretty nasty for them if the cats already very hot as you essentially throw a low of fuel across it to get the engine to accel. This was running closed loop fueling through the blip with the DBW slowed accordingly to allow the closed loop fueling PIDs to keep up, a few revisions back it went to (mostly) open loop blip so way more aggressive.
If you didn't need to keep the cat happy then the drive by wire moves quicker than you can move your foot with all the amps behind it so at that point it's just rotating assembly mass that's the limit really.
I must have forgotten about the head build, I'm sure nobody on this thread doubted your ability to sort it quickly and easily Blip already resolved, it's just calibration (the heads already got titanium gubbins) - essentially the transient calibration is always pretty slow to start with as you build data around keeping the cat happy in these scenarios. Blip can be pretty nasty for them if the cats already very hot as you essentially throw a low of fuel across it to get the engine to accel. This was running closed loop fueling through the blip with the DBW slowed accordingly to allow the closed loop fueling PIDs to keep up, a few revisions back it went to (mostly) open loop blip so way more aggressive.
If you didn't need to keep the cat happy then the drive by wire moves quicker than you can move your foot with all the amps behind it so at that point it's just rotating assembly mass that's the limit really.
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