Porken's 85 chips- Awesome!
11-30-2009, 09:27 PM
#17
Rennlist Member
FWIW, just finished smog in the Bay Area over the weekend, with the Porken chips and '87 FPR since July --> passed with readings well below avg levels and the smog guy was surprised how clean it was for a 23yr old stock vehicle.
I was a little nervous that perhaps it would increase emissions a bit, but wow it was clean as a whistle, just like it always is.
Excellent job Ken!!
I was a little nervous that perhaps it would increase emissions a bit, but wow it was clean as a whistle, just like it always is.
Excellent job Ken!!
12-01-2009, 12:03 AM
#18
Burning Brakes
I started with the 1.4 version in July along with a '87 55 psi FPR. Performance was great idle was a little rough on cold starts. Ken then sent out ( for free) a upgraded version of the 1.4 and idle was smooth, but Ken was not happy with overall performance and sent out (again free) the 2.0 version.
The 2.0 is fantastic, excellent throtle response and very smooth through out the entire rpm range. I also noticed that when outside temps are cool and cool air is entering the intakes it seems to give even more of a kick.
All I can say is that Ken has done a fantastic job with tuning these chips and are a must for any MY '85 '86.
The 2.0 is fantastic, excellent throtle response and very smooth through out the entire rpm range. I also noticed that when outside temps are cool and cool air is entering the intakes it seems to give even more of a kick.
All I can say is that Ken has done a fantastic job with tuning these chips and are a must for any MY '85 '86.
12-01-2009, 12:22 AM
#20
Burning Brakes
www.liftbars.com
Considering that I paid $450.00 for authentic A.A. chips a while back and they did NOT upgrade them and if they did they would not do it for FREE I think you will be very pleased with what Ken is offering.
I know I am
Considering that I paid $450.00 for authentic A.A. chips a while back and they did NOT upgrade them and if they did they would not do it for FREE I think you will be very pleased with what Ken is offering.
I know I am
12-01-2009, 01:13 AM
#21
Inventor
Rennlist Member
Rennlist Member
But it does run really well between 4500 and 6500, and the flat spot at around 3500 is much less abrupt.
Although AutoThority claims a +300 rev limit increase, looking at the code, I found the limit was unchanged at the stock 6400.)The flat spot may disappear with v2.0 of the EZF chip (which you should recieve in a day or two). With v2.0, the air temp retard is based on how much load there is, so even as air temps rise, the transition is smooth. If you accelerate after sitting at a long light, you may feel a little less power, but as the airbox fills with cooler air, you can feel the power claw it's way out again.
I was never satisfied with the heavy handed retard when the airbox temps went up, so in v2.0 I wrote new hex code, and reused the unused WOT map space to create a three dimensional, load x air temp retard map. I also rescaled the air temp axis to match the actual airbox temps seen when running. Plus, for additional safety, I made a superhot 135F/57C extra retard step.
12-01-2009, 03:06 AM
#22
Rennlist Member
The next step are new cams.The flat top above 5000 rpm is a little bit boring.
On the autobahn at high speed the engine feels a little bit weak and I think here are the next 30 HP.
On the autobahn at high speed the engine feels a little bit weak and I think here are the next 30 HP.
12-01-2009, 11:36 AM
#25
Craic Head
Lifetime Rennlist
Member
Lifetime Rennlist
Member
12-01-2009, 11:49 AM
#26
Race Car
Dan
'91 928GT S/C
475hp/460lb.ft
12-01-2009, 11:51 AM
#27
Craic Head
Lifetime Rennlist
Member
Lifetime Rennlist
Member
Higher idle for earlier MYs? Only if they have unmetered air leaks.
12-01-2009, 01:14 PM
#28
Rennlist Member
The problem are the little valves of the S 3.You need more opening for more power at high rpm`s.
Look at Ken´s webside the dynosheets.Over 5000 rpm is very little gain in HP.Airrestricted engine at high rpm.
Look at Ken´s webside the dynosheets.Over 5000 rpm is very little gain in HP.Airrestricted engine at high rpm.
12-01-2009, 01:18 PM
#29
Inventor
Rennlist Member
Rennlist Member
It would be nice to have more top end - at least to brag about. My chips fatten up the torque and hp from idle up, extend the torque way past 5000 rpm, and hp to redline, but can't lift the peaks much farther than 300 rwhp w/ X-pipe because of the valve size. (All the dyno graphs so far have been with automatics, a 5-speed may lift the lid to 310+! 
)
Smaller valves promote higher air velocity/swirl, so they can make more power at low rpms, where most people drive, and makes the S3 more responsive than S4-up. (darklands/Karsten is one of the few people that can run over 5000 rpm for hours at a time in a S3. 
)
GT cams are S3 cams but ground with the intake cam advanced 8°. Duration and lift are the same. The S3 has a lobe separation angle of 114° whereas the GT LSA is 110°. AFAIK, tighter LSA means more power in a narrow range, at higher rpm, but a less smooth idle, hence the higher idle speed (and manual only). Colin's new cams are cast at (the superior) 114°.
)Smaller valves promote higher air velocity/swirl, so they can make more power at low rpms, where most people drive, and makes the S3 more responsive than S4-up.
(darklands/Karsten is one of the few people that can run over 5000 rpm for hours at a time in a S3. )GT cams are S3 cams but ground with the intake cam advanced 8°. Duration and lift are the same. The S3 has a lobe separation angle of 114° whereas the GT LSA is 110°. AFAIK, tighter LSA means more power in a narrow range, at higher rpm, but a less smooth idle, hence the higher idle speed (and manual only). Colin's new cams are cast at (the superior) 114°.