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In case it wasn't clear to anyone already, 16V is the way to go. I was able to make good progress at last with the tune of my new motor recently and how it's eager to deliver unstressed thrust is hard to believe. The superior drivability through brisk response and sometimes deceiving performance is only overshadowed by an extra kick in the back at upper rpm as the variocam switches off, whereas the 8V felt like it was choking from all the airflow it was asked to handle the higher it was revved.
This is going to be interesting, or perhaps even a little undrivable, once it will be fully tuned.
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plus it just plain sounds way better!!
Originally Posted by Thom
In case it wasn't clear to anyone already, 16V is the way to go. I was able to make good progress at last with the tune of my new motor recently and how it's eager to deliver unstressed thrust is hard to believe. The superior drivability through brisk response and sometimes deceiving performance is only overshadowed by an extra kick in the back at upper rpm as the variocam switches off, whereas the 8V felt like it was choking from all the airflow it was asked to handle the higher it was revved.
This is going to be interesting, or perhaps even a little undrivable, once it will be fully tuned.
It does, although each time I went full load so far I confess I was so much focused on trying to keep the car on the road that I didn't have enough brain cells left to care about the sound...
So what has the bigger engine crowd been up to lately, covid notwithstanding?
Hopefully there are still a few dyed-in-the-wool enthusiasts who keep throwing money into these engines?
Super excited to get mine on the track come May. I think Thompson in CT with NER. Might be a few kinks left with the build but Cohesion has it pretty well dialed in at this point.
So what has the bigger engine crowd been up to lately, covid notwithstanding?
Hopefully there are still a few dyed-in-the-wool enthusiasts who keep throwing money into these engines?
Slowly working on my conversion to a Link Monsoon-X ECU.
Sounds like a beast! You'll need a good clutch, strong CVs, tranny mount mod, fuel pump, and a strong tranny. Ask me how I know.
Thanks Tom! Ive got a reinforced fork, KEP stg2 with Sachs motorsport disc, tranny mount done, AEM 044 type pump and once I drop the current engine out the trans is getting sent to Kevin Gross for a full go through. I will likely need to address the CV/axle situation and get something beefier in there for sure, noted!
Originally Posted by michaelmount123
Sam,
I'd say pay attention to Tom's suggestions! Nothin' like having been there / done that.
Absolutely, shooting for long term reliability over anything else.
Thanks Tom! Ive got a reinforced fork, KEP stg2 with Sachs motorsport disc, tranny mount done, AEM 044 type pump and once I drop the current engine out the trans is getting sent to Kevin Gross for a full go through. I will likely need to address the CV/axle situation and get something beefier in there for sure, noted!
Absolutely, shooting for long term reliability over anything else.
Not sure if you saw it, but I recently switched out a noisy 044 pump for the AEM 044-clone and must say it seems to be doing great! Keven did my tranny also, after I stripped the teeth off second gear in two others. Use the hardened S parts for sure. That's the clutch combo I finally settled on too -- you'll like it. Engages nice and smooth but holds the power. All the others I tried either chattered (badly) or slipped. Next best was the Southbend clutch, but unlike other disks I've used, it seemed to chatter more as it got worn in. I did a long post here on CV joints too if your looking for options. So far so good, though I wonder how much is really the joints and how much is the reinforced tranny mount.... If you are sticking with the DME, consider a good 'ol MSD 6A ignition box and matching coil. I tried wasted spark and weird gimmicks, but the MSD box is cheap, easy, available, and keeps the ignition from breaking up when you crank the boost. The stock ignition is pretty good, but eventually you'll find yourself squeezing the plug gaps down to almost nothing.
Thanks Shawn! I should have thanked you as well for your time spent with me on the phone explaining everything!
Originally Posted by Tom M'Guinn
Not sure if you saw it, but I recently switched out a noisy 044 pump for the AEM 044-clone and must say it seems to be doing great! Keven did my tranny also, after I stripped the teeth off second gear in two others. Use the hardened S parts for sure. That's the clutch combo I finally settled on too -- you'll like it. Engages nice and smooth but holds the power. All the others I tried either chattered (badly) or slipped. Next best was the Southbend clutch, but unlike other disks I've used, it seemed to chatter more as it got worn in. I did a long post here on CV joints too if your looking for options. So far so good, though I wonder how much is really the joints and how much is the reinforced tranny mount.... If you are sticking with the DME, consider a good 'ol MSD 6A ignition box and matching coil. I tried wasted spark and weird gimmicks, but the MSD box is cheap, easy, available, and keeps the ignition from breaking up when you crank the boost. The stock ignition is pretty good, but eventually you'll find yourself squeezing the plug gaps down to almost nothing.
Glad to hear it on both the fuel pump, clutch and trans! My trans is already pretty bad going into 2nd, unless you baby it / it grinds on any quick shifts so it needed to be gone through, and Im sure after 35 years the LSD is totally non-existent at this point. I will look up your CV joint post! Running VEMS currently on my 2.5 so will prob stick with that and a brand new Kroon harness at time of install just because....well 35 years old.
I have had a new intake manifold made for my 16V engine. It was optimised on a flow bench with the runners ending up flowing 351 (+-5) cfm each, which I think is pretty good as I believe a bone stock 968 head flows ~300 cfm at stock intake valve lift. A second unit is under way for a friend.
I have had a new intake manifold made for my 16V engine. It was optimised on a flow bench with the runners ending up flowing 351 (+-5) cfm each, which I think is pretty good as I believe a bone stock 968 head flows ~300 cfm at stock intake valve lift. A second unit is under way for a friend.
12-12-2020 | 03:30 PM
