This week I started up my 951 after a full engine/torque tube rebuild and an LSD gearbox. She has been rebuilt as a standard 2.5 engine with balanced internals, mildly ported head, head matched to manifold and a hybrid turbocharger. It has the earlier forged con rods which was a nice find 
. I have removed a lot of the pipework and customised the intake system and engine management. Thankfully she started first turn of the key and sounds lovely *phew*. A good start but there's still a long way to go before she is ready for the road and track .
The engine management system removes the original AFM, uses a Bosch MAP/IAT sensor mounted in the intake plenum and is fully re-mappable. I designed this system myself, it replaces part of the original DME so it is plug and play. For the programmers out there, I have written all the embedded engine management code from scratch in the C programming language and the tuning software is written in C#. Removing the AFM gets rid of a lot of intake restriction and modern MAP sensors are extremely accurate, reliable, fast responding, low cost and easily attainable. The brain of the DME is now more akin to a modern standalone EMS rather than a Porsche hack of the N/A DME.
A wasted spark ignition system will be fitted in the near future and will be a coil near plug type. The injectors are 55lb Siemens injectors that do not require ballast resistors and the fuel rail is running at 3 Bar. Boost control will initially be manual but will be moved to a closed loop system controlled by the DME, it uses a Lindsay Racing dual port wastegate.
The turbo is a hybrid from Speed Force Racing over in the states and should give a K2/6 like bottom end with a bit more up top, so not huge power levels but should give a broad torque curve and a nice drive when coupled with all the other small enhancements. I'm sure eventually I will yearn for more power but I think for now it should do nicely. We also have a nice and shiny adjustable cam gear from Oli! The intercooler has a modified end tank for improved flow.
Quick Video: http://youtu.be/x8CwyrjMZ9g
Gallery (Stripdown): https://picasaweb.google.com/102381013786850618724/944TEngineRebuild?authuser=0&feat=directlink
Gallery (Suspension): https://picasaweb.google.com/102381013786850618724/944TurboReturns?authuser=0&authkey=Gv1sRgCMedwMqDv-P7Qg&feat=directlink
Gallert (Intake): https://picasaweb.google.com/102381013786850618724/951Intake?authkey=Gv1sRgCKPdy9WctsK4oAE
I also stripped the rear of the car including taking the fuel tank out and rebuilding and re-coating all the rear suspension. Killed off a lot of potential rust sites and seam sealed. Next steps are suspension setup and mapping at Bob Watson engineering. Then we should be hitting the track together which after all this hard work I am very excited about!
Tom
. I have removed a lot of the pipework and customised the intake system and engine management. Thankfully she started first turn of the key and sounds lovely *phew*. A good start but there's still a long way to go before she is ready for the road and track .The engine management system removes the original AFM, uses a Bosch MAP/IAT sensor mounted in the intake plenum and is fully re-mappable. I designed this system myself, it replaces part of the original DME so it is plug and play. For the programmers out there, I have written all the embedded engine management code from scratch in the C programming language and the tuning software is written in C#. Removing the AFM gets rid of a lot of intake restriction and modern MAP sensors are extremely accurate, reliable, fast responding, low cost and easily attainable. The brain of the DME is now more akin to a modern standalone EMS rather than a Porsche hack of the N/A DME.
A wasted spark ignition system will be fitted in the near future and will be a coil near plug type. The injectors are 55lb Siemens injectors that do not require ballast resistors and the fuel rail is running at 3 Bar. Boost control will initially be manual but will be moved to a closed loop system controlled by the DME, it uses a Lindsay Racing dual port wastegate.
The turbo is a hybrid from Speed Force Racing over in the states and should give a K2/6 like bottom end with a bit more up top, so not huge power levels but should give a broad torque curve and a nice drive when coupled with all the other small enhancements. I'm sure eventually I will yearn for more power but I think for now it should do nicely. We also have a nice and shiny adjustable cam gear from Oli! The intercooler has a modified end tank for improved flow.
Quick Video: http://youtu.be/x8CwyrjMZ9g
Gallery (Stripdown): https://picasaweb.google.com/102381013786850618724/944TEngineRebuild?authuser=0&feat=directlink
Gallery (Suspension): https://picasaweb.google.com/102381013786850618724/944TurboReturns?authuser=0&authkey=Gv1sRgCMedwMqDv-P7Qg&feat=directlink
Gallert (Intake): https://picasaweb.google.com/102381013786850618724/951Intake?authkey=Gv1sRgCKPdy9WctsK4oAE
I also stripped the rear of the car including taking the fuel tank out and rebuilding and re-coating all the rear suspension. Killed off a lot of potential rust sites and seam sealed. Next steps are suspension setup and mapping at Bob Watson engineering. Then we should be hitting the track together which after all this hard work I am very excited about!
Tom
