The wait is over

[DivineE]

ORIGINAL: PSH

BTW recent changes include high rate fuel pump ( full flow would drain a full 80 ltr tank in 18 mins....eeeeek)

Pete

Sounds like some interesting developments. Glad to hear your keeping on the maintenance work too. I remember your car as being stunning condition when I saw it many years ago at the Ace Cafe.

I've been trying to learn a bit more about the workings of WUF now and do a bit more investigation as to why the power curve is so different. When you put it next to a regular 944 graph its like a totally different car where all other 944 projects tend to follow the same shape. He's somehow solved the problem of the torque dropping off at the top end but lost the usual early peak area which makes the torque bigger than the hp in other turbos. The only mechanical difference areas I can see compared with other mofidied 944s I've owned and studied are the cams which are not something usually done and the unique setup with the wastegate.

The twin solonoid valve is unique to a 944 I think (not relevent but apparently has the ability not only to hold the wastegate shut very effectively but also to force it open instantaneously if required. Meaning it can dump boost very quickly when you throttle off.) In adition to the different control method the wastegate is a Tial item which should help flatten the boost curve on its own and the wategate dumps to the atmosphere rather than back into the exhaust which could support the theory of too much exhaust backpressure in the standard setup being the limiting factor for top end power.

The LR75 turbo has the standard KKK26/8 hotside so there's no difference to the exhaust restriction there. Though me guess would be its the character of the turbo that has removed the peak. I feel pretty sure a BB turbo would see a bit lift in mid range torque as well as giving a bit more power at the top end.. I just can't be bothered to go down that route at the moment. It's really nice to drive as it is and Rick has put in an unimaginable amount of time to get the mapping just right for drivability as well as power. I don't fancy the task of having to alter it all for a new turbo right now.

 

[Mike_Pollock]

I've only just read thru' WUFs build and only now understand why it is such a famous car!
I can certainly say that Ben you're a very lucky man! And also that I tjink I'd leave it as it is ftb at least until I'd really got used to it!
Peter - Think I speak for many - your bonnet was pretty crowded as it was - pics an update please.
Mike

 

[DivineE]

ORIGINAL: A9XXC

Peter - Think I speak for many - your bonnet was pretty crowded as it was - pics an update please.

Yes details please[]

 

[PSH]

Hmmm pics??.. ok here's a pic of engine bay, shows changes to fuel system and air intake for those who have seen the car before.

Fuel system now has new race spec fuel pressure regulator( old one couldn't cope anymore with new pump) new pressure gauge, damper has been removed , this was more for safety than anything else as the connecting hose was very brittle and I was woried about a possible fire.

Air intake is the biggest I could find by Pipercross, I had to remove tha MAF from the throttle intake and position it in the cooler hard pipes just so I could get the bonnet closed. After a lot of fiddling and various pipe configurations I arrived at what you can see in the pic.

Dump valve has also been changed to an atmoshpere type , Porsche's position for the recirculating dump valve is not in the best place and can cause a flat spot in the power curve. I used to get this low down in the curve but since changing to current setup the flat spot has gone. BTW this was not me being clever, it was pointed out to me many years ago by the guy who maps my car as a bad place for the valve to be..


well that's some of the latest changes.. now I need to fit the split rear folding seats that I've just been and picked up... happy days...


Pete

 

[PSH]

Oh here's a pic showing the fuel rail.. for some reason I could only load one pic per post... or so it said..lol

 

[Diver944]

Very, very interesting Peter. How is the power delivered now, I am presuming it is much better than before. Did you have to make any changes to the Piggyback tuning when you moved the MAF after the intercooler or did it just carry on as before

 

[PSH]

Very, very interesting Peter. How is the power delivered now, I am presuming it is much better than before. Did you have to make any changes to the Piggyback tuning when you moved the MAF after the intercooler or did it just carry on as before

Hi Paul

Car is very smooth right now...as you know I've had a number of issues with poor power runs ( although it never felt low on power on the road)
Now there are many reasons why that could be, the car hasn't been remapped on the rollers for about 5 years now and has had countless new upgrades in that time, all new sensors,new TPS, custom engine bay loom, EBC,air intake etc etc.
The air intake was changed in an attempt to reduce the intake temp, if you remember last power run it was reading 40, one before that was 30... on the two 370bhp approx figure runs prior to these it read 18, 15. When the guy on the last run told me that a reading of 40 was probably costing me 35% power I decided to do something about it, hence why the large intake is inplace now and the new position for the MAF, although as I said it never felt low on power on the road.

I still had issues though , couldn't get the AFR to remain stable via the piggyback, I'd get it right for a while but then it would change and I was back to either a lean or rich mixture. Next change was in the fuel pump which was changed for a race spec similar to the Bosh 044, all these little changes helped for a while but the fuel delivery was still unstable. Took the FPR apart to check for split diaphragm, all looked ok and so was put back on the car. Now i could have given up and taken it back to Wayne to be remapped, only reason I had been avoiding this was I have'nt finished with the upgrades yet, still need a large exhaust, manifold and intercooler and .. and i repeat this is a big AND... I may start over with a stand alone EMS ( which my son is always telling me to do..lol) with all new gear including engine.
Well back on track since symptoms were again saying FPR I decided to bite the bullet and buy a new race spec one from FSE just in case the old one although showing no signs of wear and tear just wasn't up to the job when in action. Doing this has cured my problems, the AFR is stable again and the car pulls very well, before I had to keep the throttle below 30% or risk covering anyone behind me in a black smokescreen,( to much fuel = big loss in power) I don't mind that, hell 99% of cars end up behind me anyway but I was finding it very embarrassing to say the least.

To conclude, delivery is very smooth and strong, piggyback was used to adjust but only in the lower powerband and the adjustments were small..


BTW 30% throttle is very fast.... 20% = 100mph on my car... cool eh???


Pete

 

[nfearn]

ORIGINAL: pauljmcnulty

ORIGINAL: pauly

So how loud is the exhaust with no silencer except the turbo ?.

Label on the back said 105db, if I remember correctly.

Rick was asked to move WUF when it was parked with the engine idling outside a Tesco store in Perth. Reason - the plate glass windows at the front of the store were vibrating in sympathy with the exhaust....

regards
Nick

 

[TTM]

ORIGINAL: PSH
Air intake is the biggest I could find by Pipercross, I had to remove tha MAF from the throttle intake and position it in the cooler hard pipes just so I could get the bonnet closed. After a lot of fiddling and various pipe configurations I arrived at what you can see in the pic

Maybe I'm missing something but I don't see how fiddling with anything before the turbo, as the cone filter remains located about behind the headlight, will help reduce intake air temps? The temp is mostly conditioned by the efficiency of the intercooler and how the turbo builds boost?
Or is that the purpose of this big can pre turbo?

 

[PSH]

Maybe I'm missing something but I don't see how fiddling with anything before the turbo, as the cone filter remains located about behind the headlight, will help reduce intake air temps? The temp is mostly conditioned by the efficiency of the intercooler and how the turbo builds boost?
Or is that the purpose of this big can pre turbo?

Well to be fair it's far more than just a big can.. ok I'll run through it's spec... the err can is the Pipercross Venon cold intake system ( reportedly the best on the market). The can is large, very large , 6 inches iirc also it's a twin cone affair which gives it a further 40% increase in surface area above the 6 inches. Next it is made of a very lightweight material that is heat resistant keeping the air inside cooler, add to this the 3 inch hose ( upgradeable to 4 inch) that goes through the original hole in the wing and I'm sure you can see why this can has an effect on the air intake temp.
Makes a nice sound too....

Pete

 

[barks944]

I too was considering this intake system for the 944, looks like it might be the one to go for!

 

[TTM]

I see, thanks for the details.
What kind of air filtering material is used? The Pipercross website is a bit laconic.

 

[944Turbo]

Pete,
If you could find a suitable pipe to shorten the turbo outlet to intercooler route I think this will also help, it will get the black pipe away from the hot head. Is that a vent to atmosphere catch can?
Tony

 

[944Turbo]

Think I would be worried about oil contamination to the MAF in that location, most intakes I have seen have a fine coating, would the filter fit in the wheel arch behind the liner?
Tony

 

[DivineE]

Just had a read back through the thread and corrected my long post that made no sense when I first got back having done 1400 miles! I was so tired I was delusional at the time I wrote it.

Noticed a few questions I hadn't answered. The car is very loud without any silencers. Noticeably a lot louder than a TVR and the loudest thing on our camp site at le mans even with the GT40's! When I opened the throttle and it screamed its way down the access road in a little hundred meter 1st gear burst (well you have to dont you), every head visible into the distance spun round apparently wondering why the racing soundtrack had escaped onto the public road for a moment. Any hint of engine note just dissappears into a high pitched scream of noise over 5000rpm and my ears were ringing after every tunnel.

I will miss that sound now it has the new exhaust fitted but it is a necessity on an every day car to stop the village hoards coming out with their burning torches and pitch forks.

The clutch on the car is a standard item that has been on the car for 8 years and is only now showing the early signs of slip when fully loaded up with people and luggage, hasn't slipped once with just me in the car so I'm not too worried about replacing it with anything special, might use a 968 friction plate but a standard one would probably be fine.

Lastly the badge panel was from RUMS944

 

[dlknight]

Congratulations Ben bet you have a grin like the chesire cat

I wondered if you could share details of your bodyshop (via PM or email if you prefer) as I will be getting a few bits sorted in the near future and am also located in the Midlands (Worcester).

Regards

Dave K.

 

[PSH]

Pete,
If you could find a suitable pipe to shorten the turbo outlet to intercooler route I think this will also help, it will get the black pipe away from the hot head. Is that a vent to atmosphere catch can?
Tony

Hi Tony , hope you, Yudra and family are well mate , yes I agree with rerouting that pipe just not got round to it yet, the tank does have a drain pipe that drops below the car, yes the filter is to atmosphere, btw the tank is not usually at that angle.. must tighten that clamp..

Think I would be worried about oil contamination to the MAF in that location, most intakes I have seen have a fine coating, would the filter fit in the wheel arch behind the liner?
Tony

no the filter will not fit in the wing, I don't see how the tank can contaminate the MAF as it's drawing all it's air from the 3 inch hose that goes through the hole in the wing.

Along with shorting the pipe as you said I also plan to increase the cold intake hose to 4 inch as the hole looks very close to that size anyway, Im sure with a little persuation I'll make it fit...


Pete

 

[PSH]

I see, thanks for the details.
What kind of air filtering material is used? The Pipercross website is a bit laconic.

The filter is a foam type that usually I stay away from but this one seems very good, it's washable too..

Pete

 

[944Turbo]

sorry 2 different points really -

The turbos always seem to let a bit of oil into the intake where the MAF is now installed - though most gets trapped in the IC.


2nd, vent to atmosphere catch can - I seem to remember a thread on rennlist about excessive crankcase pressure causing smoke with a vent to atmosphere catch can - IIRC enlarging the hole in the air/oil seperator (part of the oil filler plastic) helps or someone did a neat mod to the top so you can suck back in at factory location. (just thought that this might be how the oil gets into the turbo outlet though ) so the 2 maybe connected after all! )

 

[TTM]

For what it's worth I noticed a significant reduce in oil contamination in the intake since I fitted an oil catch can. Mine doesn't vent to atmosphere though, is in closed loop with the intake.