[quote]Originally posted by Jim Bell:
<strong>Hey John,

After reading your post and going back to mine, I realized my fingers made a mistake. It should have read 346 rwhp, so with similar mods we're at about the same rwhp.

My dyno guy said the MSD will help out quite a bit, as he could see some breaking up. In addition this was also with a slipping clutch, which I replaced a few weeks ago. Sorry for the mix up.

Regards,
Jim</strong><hr></blockquote>


Hi Jim:

Whew,.....you Sir, had me quite worried for a moment,...

I thought I might have been doing some wrong things here with those cars and that I needed to go back to the drawing board.

 

John,

Funny you mention losing torque, because I lost about 19 ft.lbs., but gained 16 rwhp with the new GHL's and K27. I really need to adjust my A/F mixture after I add my MSD and APEXi. My plugs were black when I pulled the motor for the clutch replacement.

After spending $3000 for headers and a turbo, I would have thought I would have gained more than 16 rwhp between dyno runs. I think there is still some HP left on the table. Of course,it does spool up tremendously faster than before, which was nice on the track two weeks ago.

Jim

 

Fuel Enrichment does work - talk to the Andial guys - at the very least consider it insurance.

Setting the A/F ratio while the car is on the dyno is a very good idea. You don't want to be running lean - before adjusting the A/F ratio I was peaking at about 326 rwhp, after adjustment it topped out at 391.

 

Jim

I am looking for some missing hp also. Right now am focusing on the turbo or the muffler (or both) restricting the exhaust flow. I guess some 944 guys up here have found the exhaust side of the k27 isn't so great.

My A/F was just fine with the stock head (black euro style).

John

 

I have '78 930 with the K27 upgrade, 1 Bar spring and the complete B&B setup with dual 4" muffler. It runs great, but I have concerns that I may be running too lean after having adjusted the CIS with an air fuel meter. The air fuel meter indicates that at idle, the mixture is marginally rich. While running down the road it stays pretty much in the ideal mixture zone. When I ran it through emissions the CO came in at .98 from the sniffer. Before adjusting the CIS, I could smell that the mixture was running too rich and the emissions folks were having issues getting the car to pass.What is the ideal CO value at idle and or under load?

 

I checked with Pete at Andial and he said the stock CIS system handled 450HP. I take it this is crank HP.

My understanding is your CO should be set at 3% and it stays at this rate through out the entire rpm range.

My B&B single outlet muffler is completely hollowed out and I have a straight pipe on the wastegate. I can't see the exhaust being any less restrictive.

I think my problem lies in the ignition and the slipping clutch. The clutch is fixed and the MSD hopefully will cure the ignition. In addition, the APEXi will help cure boost creep.

My GHL's didn't come with an O2 port and Stephan at Imagine sent me one just a couple of days ago. Thank you Stephan! I want to install it now, but drilling a hole and welding it on while the exhaust and turbo is still mounted has me woried about metal shavings. I think I'll wait until I remove the exhaust again before installing it. Unless someone has any other ideas?

The other problem is finding a place nearby that has a wide band O2 sensor with their dyno. Hell, I can't even find a place with a sniffer around here. My local dyno doesn't have either and they're the only dyno in Charleston, SC. Might have to go to Charlotte or Atlanta to get this done unless I can find one closer.

What we go through for that last amount of HP!

Regards,
Jim

 

hey Jim when you drill use grease on the drill bit and it should catch most of the shaveings.Take your time and keep putting grease on the bit and hit it with the vac when your done.Just my 2 cents. <img src="graemlins/burnout.gif" border="0" alt="[burnout]" />

 

My move to Electromotive was started because my 22 year old Euro Fuel Injection system was behaving strangely. It wouldn't maintain the correct mixture under all conditions. So you can continue to throw money down a hole fighting with it or you can just replace it. Since the cost of a new Euro fuel head was more than the cost of a TEC3, it was an easy decision. It's all the other stuff we decided to do along the way that got expensive.

see <a href="http://www.getfuelinjected.com/" target="_blank">http://www.getfuelinjected.com/</a>