Fitting - Apexi AVC-R - 944 turbo SE - Help !!!
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Hi Totty, It's pretty straightforward, but your signature doesn't show a dual port wastegate that you really need?ORIGINAL: Totty Hi All Can any one advise on fitting an Apexi AVC-R to my car ? Is it straight foward to do yourself or best to get someone else to fit properly for you ? Thanks in advance []
Hi Graham I have a Tial DPW that still needs fitting, will i need to fit that before i can install the Apexi ? Thanks
ORIGINAL: GPFHi Totty, It's pretty straightforward, but your signature doesn't show a dual port wastegate that you really need?ORIGINAL: Totty Hi All Can any one advise on fitting an Apexi AVC-R to my car ? Is it straight foward to do yourself or best to get someone else to fit properly for you ? Thanks in advance [
What he said [] You can fit them both at the same time. There's nothing very complicated with the install itself, just take your time and make sure you understand how the plumbing is supposed to go. When you have installed them, turn the Apexi off and test drive it - you should just get whatever the minimum boost that the wastegate spring will allow - ie not very much. If that's all ok, then start setting the Apexi up via the menus. If you have only had the LR boost enhancer so far you are in for a treat! []
] You can fit them both at the same time. There's nothing very complicated with the install itself, just take your time and make sure you understand how the plumbing is supposed to go. When you have installed them, turn the Apexi off and test drive it - you should just get whatever the minimum boost that the wastegate spring will allow - ie not very much. If that's all ok, then start setting the Apexi up via the menus. If you have only had the LR boost enhancer so far you are in for a treat! []
PSH
PCGB Member
All of above plus enjoy, the AVC-R is a very impressive piece of kit with far more systems on it than most people actually use. Some say it's to involved and opt for simpler lesser types such as Greddy which is a shame as no other EBC can match this and get the most power possible out of the car. Get used to the simpler options before selecting such things as max boost for each gear and reduced lag. have fun and as already said your in for a treat Pete
PSH
PCGB Member
Haha... that doesn't prove anything, my 368bhp was with a MBC...now use the same car to test both types of EBC and you'll see just how good the Apexi really is...ORIGINAL: 944Turbo " Some say it's to involved and opt for simpler lesser types such as Greddy which is a shame as no other EBC can match this and get the most power possible out of the car." You know I will disagree again [
Pete
PSH
PCGB Member
Well naturally I want as much power as possible or I wouldn't be going through this current round of mods, an EBC alone would have given at least 375 perhaps 380, with the exhaust that would take it over 400 as it has everything else needed to achieve that. This time around she'll make 450, of that I have no doubts but it will cost a lot and take time. As for the flatness of the curve using an MBC, I put that down to the mapping as it was spot on and why I'll use the same guy again. Pete
Its your big turbo providing enough air to maintain the boost and a decent wastegate spring, the mapping will match the boost curve but can't maintain it - not with the standard ecu/klr and an MBC anyway. I am guessing you have a fairly large turbo - cant remember - but you dont achieve max boost until 4600, whereas my K27/8 ( a pretty big turbo) has achieved full boost at 3700. I couldn't achieve the flat line with a 26/8 and a DPW, Tony
PSH
PCGB Member
Well bigger yes but not massive, I have Lindsey's super 61 although it has been overhauled by Turbotecnics, I still had Porsche's DME/KLR then but it certainly wasn't standard what with using the Vitesse MAF and piggyback system which granted couldn't tune ignition back then although it can today. I purposely stayed away from the biggest turbo and injectors as they are not practical for general road use, I like quick, low lag responsive engines that are more exciting to drive yet can still achieve very high power output. Today there are better turbo's with less lag, even better with the AVC-R helping to reduce lag further which I may look at when funds allow, for now I'm happy with the 61. Pete
I also have a GReddy and have been happy with it on the whole. It mysteriously changed to it's wet weather setting one day which was a bit frustrating but has been otherwise good as gold. IMHO the main advantage of an EBC over an MBC (aside its rock steady control of max boost) is being able to tune in the way the boost hits. While that monster kick in the back is great fun, and produces the biggest grin possible, it does de-sabilise the car. With the EBC you can smooth off the boost curve. I appreciate this means you get less boost than you otherwise would earlier on, and thus less power overall (the area under the graph) it helps to keep you on the track/out of the ditch.
Nice to see many of us are using the Dyno Dynamics brand. At least there is some consistency to compare across the pond. [] One thing to note, the 'RR' shown underneath the 'Shootout Mode' script. Going from RR:010 to RR:015 gave my car an instant 30whp so beware that they are modifiable to influence the quoted figure. Both boost curves look good regardless. Pete, can't quite read how much PSI you were using?
] One thing to note, the 'RR' shown underneath the 'Shootout Mode' script. Going from RR:010 to RR:015 gave my car an instant 30whp so beware that they are modifiable to influence the quoted figure. Both boost curves look good regardless. Pete, can't quite read how much PSI you were using?
PSH
PCGB Member
Hi Patrick Boost on that particular day was 19psi, interestingly the previous dyno (year before) session that recorded the same power although 30 more torque was at 17psi. I had played around with the MBC and not set it back properly. So the way i read this was that although making the same bhp I had got to the stage where i was expecting to much from the standard exhaust due to back pressure and would probably have got a little more at 18psi. trouble was this was the day that No.2 sparkplug had broken early that morning although I didn't find this out till a few days later.The plug, an iridium type had broken off a chunk of it's ceramic insulator which then got smashed up between head and piston until being disposed off through exhaust resulting in a scored bore discovered later, on starting the car early that day to drive up to Silverstone the car made what i thought was a stuck tappet noise, alas as explained it wasn't but it cleared and i continued up to the dyno and ran. The result being that only one run ( shown) was done as a hesitation was noted on the run and the operator shut down for safety and informed me , therefore not allowing me to readjust the boost for a re-run as at that time i didn't know what the problem was. Still it had the best figure of the day so I was happy... ish...
regards Pete
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