chrisc

What's are typical numbers for a 944 s at the wheels - stock & club race prepped?

JonH

I'll give Joe P. (M758) a lot of credit for putting his experience out there on this subject, link below from him on spec car dyno's. low 130's is the norm and confirmed by Steinel's here in Cleveland from their own experience building these cars.

http://members.rennlist.com/m758/944SpecDynoCharts.htm

oh, and I assume you are talking 8V not 944S

chrisc

No, 16V not my avatar 8V. Thanks for the link though.

tk's944

I did a test for 944 max chip and got 125 without the chip and 130 with the chip.

V2Rocket

Guys, he is asking for the dyno results (wheel horsepower) on a 944S, the 2.5L 16-valve 188HP motor. Not the 143HP 8-valver.

By pure estimate it should be around 160.

M758

Yep light race prep. meaning fresh motor, no cat, stock or aftermarket muffler... 135 whp to maybe 138 whp. Those are for 944 spec race prep motors, but we are required to have stock chips and stock headers. cat delete is worth something and since we do care about performance most have fresh heads.

Bone stock 20 years old is probaby in the upper 120's to maybe 133. Most of the numbers in that link came from the early days when most ran motors straight from the junk yard with zero work. Now most have the heads cleaned and checked to ensure stock performance.

alxdgr8

He wants a 944S not normal 944

jstand22

the dyno chart for Russell's 944SMAX chip showed like 156 to the rear wheels

hacker-pschorr

This thread is awesome....

My 944S put down 135.3 / 125 SAE on a dynojet back in Ocboter 2001.
It was running very rich and had a few other issues causing it to not start on occasion. I never figured out the starting or rich problem since it tossed up a rod bearing a week after the dyno.
There was also something going on with the knock sensors, I have a feeling it was running in 87 octane mode which slashes the timing a bit.

Engine will be back in soon, to be broken in on a dynojet with an eddie brake.

I'm leaning towards an MSDS header with free flowing exhaust this round.

Side question - is there any way to tune these ECU's on your own? We have this ability with the 928's thanks to John Speake @ JDS Porshe. Just curious how the 944 guys tune their motors.

rberry951

Glad you asked!

There is indeed a way to live tune your 944S...

Regards,
Russell

rberry951

I have several dyno charts that were done during development, would always start with stock, so I have a lot of stock charts, from two different dynos, and several cars. I'll dig them all up this evening and post them for you.

Regards,
Russell

hacker-pschorr

Cool

I knew you offered chips, not a full tuning solution.

So this will give me full control, in real time to modify the stock ECU maps (fuel and ignition)?

Ecos

I'm also interested in learning more about the MaxTune.... is this system plug and play once you have the Ostrich? Any modifications need to be made to the cars computer? Can you set the rpm increments you wish to modify? To modify the value do you simply highlight the box and type in the new value?

I've never done programming but I will be adding boost to my 944S later this year and thought I would give it a try.....so a fairly simplistic programming setup would be nice.

rberry951

Yes, you have full access to the fuel idle/pt/wot maps and same with ignition, also auxillary maps such as FQS scalers, rev limit, and cold start fuel enrichment.

I used to have a demo version of it for people to download and play with, had no functionality of connecting or saving anything, just a stock chip image built in, but gives a good idea of operation and ease of use. I deleted it because the actual production branch of the software developed quickly, and I never had time to go back and update the demo to reflect the full capability. I will do that in a day or two and post a link, or you can keep an eye on my support forum at http://forums.maxhpkit.com as I always list updates there.

Regards,
Russell

rberry951

Just saw this, in the post above I answered part of it, it does work with the Ostrich, in fact I originally packaged it with the Ostrich, an adapter board for connection of a remote switch, the switch itself and cabling. At that point the Ostrich's firmware would not allow for what I wanted to do, so Craig Moates changed it for me, and he also designed the adapter board to use with the switch. He doesn't have that on his website, but it is available for anyone who wants it. I sold 50 of these and people had little interest in the switch part, just the tuning part. And now all Ostrich units including the new Ostrich 2 have the firmware revisions I requested in them. So I decided to stop carrying the hardware and just sell Maxtune, letting people get the hardware directly from Moates, for the same money. I was never making any profit on the hardware itself, more of a courtesy to the customers.

As far as use goes, you click on a cell and use the -/+ keys to increment the numbers up and down. You are working with raw numbers in the actual data, so they don't mean a lot unless you select the ignition/fuel degree/% views. So that you can see degrees of timing advance, etc. The reason you cannot make changes while in this view is because it would allow for mathmatical errors to occur in the software. Many aspects of the design of the program are the way they are for safety and reliability reasons. For instance, you cannot hold down either of the -/+ keys and get the default behavior, that would be bad if you were driving down the road and a key got stuck.

I do need to update the online help, but you can have a look at it as it gives a lot of instruction as to the function and use of the software. You can see it at http://www.maxhpkit.com/help/MaxTune/

Regards,
Russell