VEMS install
12-24-2014, 06:01 PM
#18
Hi!
I also have the VEMS from Peep, but my engine is currently out of the car. I went straight to coil on plug and extra EGT sensors, etc.
Anyhow. A friend has an original Porsche hardtop for sale, in really good shape. If you're interested let me. Located in Germany.
I also have the VEMS from Peep, but my engine is currently out of the car. I went straight to coil on plug and extra EGT sensors, etc.
Anyhow. A friend has an original Porsche hardtop for sale, in really good shape. If you're interested let me. Located in Germany.
12-28-2014, 01:17 PM
#20
Three Wheelin'
Just for the information, I was busy with redoing my kitchen (have to pay the price to the wife for messing with cars lol) and was away from forums for some time, but I made adjustments to Steffen's calibration file and all questions got the answer..
12-28-2014, 04:02 PM
#21
Three Wheelin'
Hi raceboy, would you be able to send me the dwell/voltage data for the bosch wasted spark coil packs (like those that ducks is using) ? I'm not using a VEWS so if you could provide me the raw data/graph that'd be very helpful.
thanks
thanks
12-29-2014, 06:01 AM
#22
Three Wheelin'
Here's factory datasheet for Bosch 3x2 coilpack: http://www.bosch-motorsport.de/media...8235019pdf.pdf
Maximum recommended dwell at 14volts is 4.0 ms. I have used anything from 2ms to 4ms depending on the application and needs. On boosted cars I have left the dwell time at around 2.5 ms off-boost and 3.5-4ms at boost.
Maximum recommended dwell at 14volts is 4.0 ms. I have used anything from 2ms to 4ms depending on the application and needs. On boosted cars I have left the dwell time at around 2.5 ms off-boost and 3.5-4ms at boost.
12-29-2014, 06:29 AM
#23
Three Wheelin'
Thanks, yep, I've got that datasheet but was looking for some tried and tested params for the 964 motor. I'll go with the middle-of-the-road values to start out with then which should be just fine for a stock NA motor.
12-29-2014, 09:19 AM
#24
Three Wheelin'
You cannot apply the stock 964 dwell values to other ignition coils! The dwell is always related to the coil, not the engine!
With these coils on 964, you should just put 3ms acrosse the rpm/load range and start from there. You most likely will not need any more than that but you can try to reduce dwell at lower loadpoints, just test and lower it until you have misfires, then add 0.2-0.3 ms to that value and you should be fine.
With these coils on 964, you should just put 3ms acrosse the rpm/load range and start from there. You most likely will not need any more than that but you can try to reduce dwell at lower loadpoints, just test and lower it until you have misfires, then add 0.2-0.3 ms to that value and you should be fine.
12-29-2014, 10:36 AM
#25
Three Wheelin'
>You cannot apply the stock 964 dwell values to other ignition coils! The dwell is always related to the coil, not the engine!
Of course, not sure where you think I implied otherwise
The compression and spark plugs are factors in the amount of energy requiredin the spark. My comment "some tried and tested params for the 964 motor" was related to this. ie you don't want to go below X ms and it's of no benefit going above Y ms with this coil pack.
I guess my question should really have been what is the ballpark spark energy required for a 964 motor. With that value you can pick the dwells from the graph.
3ms is roughly middle-of-the-road values from the pdf graph so I'll start with those. Thanks
Of course, not sure where you think I implied otherwise
The compression and spark plugs are factors in the amount of energy requiredin the spark. My comment "some tried and tested params for the 964 motor" was related to this. ie you don't want to go below X ms and it's of no benefit going above Y ms with this coil pack.
I guess my question should really have been what is the ballpark spark energy required for a 964 motor. With that value you can pick the dwells from the graph.
3ms is roughly middle-of-the-road values from the pdf graph so I'll start with those. Thanks
Last edited by robt964; 12-29-2014 at 10:54 AM.
12-29-2014, 12:20 PM
#28
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Wanted to chime in on this as I have been running a VEMS system for several years - however I have a modified case so I could marry to the stock pin connector and use OEM sensors. I will post pin set up and configuration ( but have to find paper work first ) as it has been some time since I used - I have set my system up to run a Varioram - so there is a little difference - But will be glad to share all info on timing and VE tables etc.
For now here is my twin 6 coil packs that I designed and made a mount for using and old distributor base. I cut off the top, welded a base plate on at an angle and then welded the bracket on to the base. By putting the coil packs in this position I was able to keep the stock wiring harness and not have to replace any wires.
For now here is my twin 6 coil packs that I designed and made a mount for using and old distributor base. I cut off the top, welded a base plate on at an angle and then welded the bracket on to the base. By putting the coil packs in this position I was able to keep the stock wiring harness and not have to replace any wires.
01-04-2015, 03:25 PM
#30
Instructor
Thread Starter
Last week I made another go, with some new settings, but one thing I notice here is that my MAP at low rpm wot is 98 and drops to 93 at top rpm, so this must be of some restriction before the map feed, TB, air filter etc. Question is, is it worth to chase it down? I don't know if we're talking about 0.1bhp or 5bhp when manifold pressure drops like this?
