pmotts

He has one for sale, you just need to buy one of his intake systems to use it

Ed Scherer

Now THAT is seriously cool.

I need to spend a little more time tonight thoroughly checking out your site and writeup, Louie.

I have to agree...

Louie928

Hi Abby,
I think for the DTA P8 Pro to work on an '86.5, the timing ring on the flywheel would need to be changed to the more common 60 tooth ring found on the S4 and later 928. The 86.5 timing ring has 100 teeth and isn't compatible with the configuration setup of the P8 Pro. I'm not sure what the DTA S60 Pro will handle for timing ring teeth. I suspect it won't do more than 60 teeth since that is the greatest number of teeth on current timing rings.

The DTA P8 Pro retail cost is GBP 850 and the S60 Pro is GBP 750. There is an extra charge for the serial cable and main connecting plug. Probably GBP 50 - 80 for those. You can often find them for less at other sources such as eBay. I'm a DTA dealer and can do better on price than normal list too.

Conversion from the 928 LH/EZ-F or K to an aftermarket ECU such as the DTA is not too difficult. Most of my time spent was figuring out how to do the swap rather than actually doing it. I chose to use intermediate connectors between the 928 wiring and DTA ECU to make testing and swapping to another ECU easier rather than hardwiring directly to the ECU. That took more time. I also did not use any of the original 928 engine wiring harness. I dislike the quality of the original wiring insulation. Aside from it being heat aged, the insulation doesn't have properties for use in an engine compartment even when new. I got rid of all of it. Minimally, you could cut off the LH & EZ-F plugs and connect the appropriate wires to the DTA plug. Some wiring change has to be done to one of the 10 pin plugs at the bottom of the fuse/relay panel. Plug "W" on the'90, was the only plug with major change. I also needed to run a wire to another plug so the 928 engine temp and tach would work. Currently my tach doesn't work, but I haven't tried to figure out why. The engine temp works normally. I wanted to eliminate the distributors so used two 4 output coil packs set in wasted spark configuration. That changed some of the wiring too. The coils are for a Ford 4.6L DOHC engine. I bought mine from Summit Racing and they are MSD manufacture. I believe Accel makes them too. Seems like they are about $75 each. This probably doesn't fully answer your question about cost of conversion since I don't have any time/labor cost included. The basic $$ outlay isn't great, but there is a few days labor involved. There is quite a bit of time spent figuring out configuration of the ECU too. The P8 Pro has nearly every concievable choice available for setup different engines including launch control, turbo spoolup, traction control, idle speed control, and many others. Many of these options aren't used. The DTA S60 Pro can be used too and is less expensive. It is a more modern designed unit than the P8 Pro. The software is more Windows like rather than the obvious DOS converted to Windows software of the P8 Pro. The S60 Pro has a couple features lacking that I wanted. That is sequential injection for 8 cylinders, and individual coils for 8 cylinders. While I didn't use 8 individual coils, I wanted that option available when I chose the ECU. Batch injection may work satisfactory too, but with my experimental system, I wasn't sure how the idle and low speed operation would be. I wanted the added idle/low end advantage of sequential injection. The S60 Pro does have direct inputs for fuel and oil pressure reading and data logging.

Adam C

Hey Louie!

You pull any dyno numbers yet?

928ntslow

I remember seeing those intakes a couple of years back at DEVEK. Glad to see you mounted them on a deservng engine!

I expect I will be able to see it in person here soon as we should be neighbors by next month! I will contact you when we get settled up there.

bcdavis

Yeah, if that "milder" engine is cranking out 575rwhp,
this engine could post the highest numbers for a 928 so far documented.

It's about time for those Wisconsin boys to unveil their projects...
I want to see the horsepower wars begin again!
Throw in John's TTs4, and it could be an interesting year...

Louie928

Hi Adam,
Nope. There is a long way from having it run to having it run properly & roadworthy. Dyno numbers will come later. The big thing I have yet to do is make an air box around the intakes and route that to an air filter. The plan is for a duct to go over the top of the radiator with air filter in front.

Louie928

No, no. Don's is the wilder one by a good measure. He's got larger more top end oriented porting, I think about 12:1 compression and only runs race gas. His TBs are 52mm while mine are 50mm. His 575 also came with minimal tuning and was on a (I think) Mustang dyno. A bit more tuning and on a Dynojet, probably 600 or more. My motor was designed to be streetable with using pump gas. I mostly wanted a stroker that had a good output without breaking trannys. I'll be happy with around 500 lb ft tq, 500 rwhp, and delerious with 550+ rwhp.

Louie928

Hi Keith,
Alright! Leaving the 3rd World. Have you decided where you'll be settling in?

bcdavis

Awesome job either way!

pmotts

Another Shark in the PNW!

PorKen

Keith,

How many sharks are you hauling up here?

PorKen

...install a proper TB tensioner.

Louie928

That will have to be evaluated... The higher lift and stronger valve springs makes noticably more tension variation as the crank rotates. The tensioner has to be quite firm and unyielding to keep timing variation minimum.

928ntslow

Don't EVEN get me started on the first part of that question. SW Portland as it looks at the moment..that could change though. Never the less, it will defintely be Portland...can't wait!

Was hoping one, looks like two...might end up being three There's also non 928 transportation

The Pacific NW seems to be the 928 worlds best kept secret! ...OOOPS!!

We just wanted to get closer to where the real 928 action is!