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Semi-retired, as of Feb 1, 2023.
The days of free technical advice are over.
Free consultations will no longer be available.
Will still be in the shop, isolated and exclusively working on project cars, developmental work and products, engines and transmissions.
Have fun with your 928's people!
I have harness, rails, runners, TB, spider, snorkel and related hoses. The injectors were junk and no brain. Send me pictures of what you have and please confirm that the runners are 38mm, the TB is 83mm, the metering assembly inlet is 83mm at the TB, the spider is 83mm at the TB and the spider is 38mm at the runners.
I have harness, rails, runners, TB, spider, snorkel and related hoses. The injectors were junk and no brain. Send me pictures of what you have and please confirm that the runners are 38mm, the TB is 83mm, the metering assembly inlet is 83mm at the TB, the spider is 83mm at the TB and the spider is 38mm at the runners.
Fronkensteen
Thanks for the measurements. I have a m28/11 with a US intake. I need to measure and see what other parts were borrowed from a US model.
Sure no problem. I figured I post this stuff for someone else's benefit. I'm not a rule follower when it comes to mechanical things. If the prospect warrants a purist approach, meaning its pure to start with, just a little crufty, then we color within the lines. My shark has been painted and played with a lot although not hacked. So I have no problem dropping a later model engine in it and massaging an RoW LH system into a CIS system If you need any other measurements let me know. I have parts from 4 engines now ranging from M28/01 to M28/22.
So, diameter on air guide and throttle body are obviously different to flow w/runners.
Of course what this can mean....is reduced intake velocity at lower rpms with respect to cam profile/efficiency of heads.
The WUR is a distinct part number, with vacuum enrichment- check CIS reference material for more info if required. Also has different warm up calibrations presumably to account for the different air/fuel volumes being moved and effects of temp on them. I seem to remember the fittings on the WUR (ID) were different as well, but could be mistaken. Not sure about diameter of the rest of the fuel/return lines.
I believe that the FD is a different part number, though my recollection of the 'common thinking' was that the FDs are generally interchangeable on the near stock cars. I'm sure that is entirely contingent on the owner's degree of tolerance for such things.
On the ign side, the distributor has a different advance curve. Don't recall baseline valve timing, check reference material.
There's more, I'm sure...
Also, some ROW cars had a supplementary hot start valve in the system.
The inlet side is 83mm vs 73mm RoW vs US and spider thru intake valve is 38mm vs 36mm. WUR is different but we're talking "warm up" and I suspect a little inefficiency here shouldn't be more than a minor cold morning inconvenience. As was pointed out earlier in this thread someone is running a small port CIS system on a large port RoW engine without negative incident. A wideband AFR gauge will provide a good indication of overall success and then there is the dyno check to follow. All I can say is wish me luck and I'll keep you posted. Headed to the shack tomorrow to button up the rest of the engine and injection system.
Yes you can compensate a bit from what I've read here and in the Bosch book. But there is a point of diminishing return. It will be interesting to see her fire up. I wish I could make the twin dizzy set up work without a lot of hacking about.
Ok even I am amazed at how well this hack worked out. She dialed in beautifully. Outside of the WUR I have disabled all the other compensation and emissions junk. Purrs like a tiger.
Not exactly the same but I put a US 3.3 Manifold/Throttle body/intercooler onto my 1977 Euro Row 3.0 litre CIS 930 engine, it matched up , Firstly i was going to do it with retaining my existing TB it wouldnt fit so i rotated it and changed the linkages a bit but i couldnt get the links right (amateur) so i ended up swapping it out for a 3.3 TB which has a different angle offset to accomadate the changes.
I only did this for one reason and that was because it was a daily driver and wanted a Porsche Factory Intercooler for my Non Intercooled 930 Motor , so i changed the design
Preservation was my goal and i had great fears on exceeding maximum engine temps during hot summers when under boost
But the extra ponies came with a little exrtra lag due to the IC so i set about cooling all the fuel , oil and Turbo charge lines as well as reflecrtive padding on petrol tank and wrapped up fuel pumps with aluminum foil, this was the best idea i ever had, engine temp is now steady on her all day long and she boosts quicker faster and harder and the engine loves it that its all cooled down in there:cool
Cheers
Not sure what poster meant above saying there were only CIS from 1978 as mine is 77
07-28-2014, 03:00 PM
If you need any other measurements let me know. I have parts from 4 engines now ranging from M28/01 to M28/22.
