No super charger for me
01-15-2003, 11:04 AM
#16
Race Car
Thread Starter
I guess there is no rush - but I tend to be a bit impulsive once I decide I want something. Buying the 964 was a snap decision - woke up one morning and thought about it, a week later I'd bought it.
The sensible option would seem to be to phone AMD back in a month. If they are still happy to to the hot film, then I can try that - if it doesn't work I'll only have to pay for dyno time.
Or I may just throw caution to the wind and go for Motec - in which case, might need new suspension too..... good by £7K.
Watch this space!
Dave
90 C4
The sensible option would seem to be to phone AMD back in a month. If they are still happy to to the hot film, then I can try that - if it doesn't work I'll only have to pay for dyno time.
Or I may just throw caution to the wind and go for Motec - in which case, might need new suspension too..... good by £7K.
Watch this space!
Dave
90 C4
01-15-2003, 11:35 AM
#17
Dave
I may even be able to give you some feedback on H&R coilovers by then - if JZM ever get all this f&%¤ing work done! I think my car will be about half-new once it is finished... <img border="0" alt="[cherrsagai]" title="" src="graemlins/drink.gif" /> <img border="0" alt="[cherrsagai]" title="" src="graemlins/drink.gif" /> <img border="0" alt="[cherrsagai]" title="" src="graemlins/drink.gif" /> <img border="0" alt="[cherrsagai]" title="" src="graemlins/drink.gif" />
I may even be able to give you some feedback on H&R coilovers by then - if JZM ever get all this f&%¤ing work done! I think my car will be about half-new once it is finished... <img border="0" alt="[cherrsagai]" title="" src="graemlins/drink.gif" /> <img border="0" alt="[cherrsagai]" title="" src="graemlins/drink.gif" /> <img border="0" alt="[cherrsagai]" title="" src="graemlins/drink.gif" /> <img border="0" alt="[cherrsagai]" title="" src="graemlins/drink.gif" />
01-15-2003, 09:09 PM
#18
Rennlist Member
</font><blockquote><font size="1" face="Verdana,Tahoma,Arial,Helvetica,Geneva">quote:</font><hr /><font size="2" face="Verdana,Tahoma,Arial,Helvetica,Geneva">Originally posted by johnfm:
<strong>Dave
is your motor completely stock?
What is your budget??
I am looking at some upgrades at the moment - piggyback engine management to run bigger injectors, MAF, bigger throttle body, CAT & primary bypass. Price should be about half that of MoTeC. Gains, well, we'll see!</strong></font><hr /></blockquote><font size="2" face="Verdana,Tahoma,Arial,Helvetica,Geneva">JohnF,
I pretty much went down that route with my 964...had the Racers Group unichip piggy back, 993 MAF, bypass everything, even threw on the 993 Varioram but not the enlarged throttle body.
I guess it may depend largely on who fiddles with the piggy back and performs the install, but my car definitely ran more irratically when compared to the original. Unfortunately, I also did not have the patience to sort the car out, and ended up putting everyhting back to original (except for the suspension). Based on that saga, for me it will always be a case of improving driving skills and handling of the car (suspension) rather than more power.
As a I always say, the only mod I will do on the engines if I had a fat enough bank account would be something like a RUF RCT Evo conversion as they are truly street reliable and worldwide acknowledged as having huge performance gains without a compromise in drivability...something that is so important to me even if the porsche is not the daily driver.
<strong>Dave
is your motor completely stock?
What is your budget??
I am looking at some upgrades at the moment - piggyback engine management to run bigger injectors, MAF, bigger throttle body, CAT & primary bypass. Price should be about half that of MoTeC. Gains, well, we'll see!</strong></font><hr /></blockquote><font size="2" face="Verdana,Tahoma,Arial,Helvetica,Geneva">JohnF,
I pretty much went down that route with my 964...had the Racers Group unichip piggy back, 993 MAF, bypass everything, even threw on the 993 Varioram but not the enlarged throttle body.
I guess it may depend largely on who fiddles with the piggy back and performs the install, but my car definitely ran more irratically when compared to the original. Unfortunately, I also did not have the patience to sort the car out, and ended up putting everyhting back to original (except for the suspension). Based on that saga, for me it will always be a case of improving driving skills and handling of the car (suspension) rather than more power.
As a I always say, the only mod I will do on the engines if I had a fat enough bank account would be something like a RUF RCT Evo conversion as they are truly street reliable and worldwide acknowledged as having huge performance gains without a compromise in drivability...something that is so important to me even if the porsche is not the daily driver.
01-16-2003, 08:38 AM
#20
Burning Brakes
Join Date: Mar 2002
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Dave
I have the AMD MAF/chip on my C2 for over 2 years and ended up with 297bhp.If you use the archives and search for "power gains dyno plot" you may find information of interest.
If I had my time again I would opt for Motec because I will probably modify the car more and Motec makes it easier to take advantage of any changes I make.
On the track the H+R kit makes a much bigger difference in speed than the extra power of either Motec or MAF/chip. So if your budget is limited do the suspension first and whatever you can afford regards power second.
I have used both AMD and 9M and rate both highly,
I have the AMD MAF/chip on my C2 for over 2 years and ended up with 297bhp.If you use the archives and search for "power gains dyno plot" you may find information of interest.
If I had my time again I would opt for Motec because I will probably modify the car more and Motec makes it easier to take advantage of any changes I make.
On the track the H+R kit makes a much bigger difference in speed than the extra power of either Motec or MAF/chip. So if your budget is limited do the suspension first and whatever you can afford regards power second.
I have used both AMD and 9M and rate both highly,
01-16-2003, 05:54 PM
#21
Banned
Very interesting thread. If anyone takes the plunge, please share! 
If insurance were no concern, I would take a 2-pronged approach: supercharger AND weight loss programme for the car. If power goes up 50% and weight goes down 10%, then that is a massive improvement on the current power/weight ratio! More than noticeable...
Weight loss has been well covered, but I haven't found much mention of a "twin screw" (aka Autorotor/Lysholm/Whipple) kit for the 964/993.
Advantages of the twin screw type are*:
Incredibly high adiabatic and volumetric efficiencies
Positive displacement design
Very flat efficiency curve combined with positive displacement design gives the most achievable torque of any method
Instant boost
A true compressor
Direct drive from the crankshaft
Compact and lightweight design
Virtually silent operation
Low temperature increases during operation
Very little power consumption
Unique combination of low rpm torque and high rpm horsepower due to the screw compressor design
Have the ability to run from 1 to 60 lbs. of boost
(* see <a href="http://www.superchargeronline.com/techarticles_detail.asp?RecordID=9" target="_blank">http://www.superchargeronline.com/techarticles_detail.asp?RecordID=9</a> )
Examples of this style include: Opcon Autorotor and Whipple.
(The TPC kit uses an Eaton Type 90, which I believe is a 'roots' type - reliable, good low-end boost but with the disadvantage of rather high discharge temperatures.)
Does anyone know of a "twin screw" based solution on the market?
Graham
If insurance were no concern, I would take a 2-pronged approach: supercharger AND weight loss programme for the car. If power goes up 50% and weight goes down 10%, then that is a massive improvement on the current power/weight ratio! More than noticeable...
Weight loss has been well covered, but I haven't found much mention of a "twin screw" (aka Autorotor/Lysholm/Whipple) kit for the 964/993.
Advantages of the twin screw type are*:
Incredibly high adiabatic and volumetric efficiencies
Positive displacement design
Very flat efficiency curve combined with positive displacement design gives the most achievable torque of any method
Instant boost
A true compressor
Direct drive from the crankshaft
Compact and lightweight design
Virtually silent operation
Low temperature increases during operation
Very little power consumption
Unique combination of low rpm torque and high rpm horsepower due to the screw compressor design
Have the ability to run from 1 to 60 lbs. of boost
(* see <a href="http://www.superchargeronline.com/techarticles_detail.asp?RecordID=9" target="_blank">http://www.superchargeronline.com/techarticles_detail.asp?RecordID=9</a> )
Examples of this style include: Opcon Autorotor and Whipple.
(The TPC kit uses an Eaton Type 90, which I believe is a 'roots' type - reliable, good low-end boost but with the disadvantage of rather high discharge temperatures.)
Does anyone know of a "twin screw" based solution on the market?
Graham
01-16-2003, 10:44 PM
#22
Rennlist Member
</font><blockquote><font size="1" face="Verdana,Tahoma,Arial,Helvetica,Geneva">quote:</font><hr /><font size="2" face="Verdana,Tahoma,Arial,Helvetica,Geneva">Originally posted by johnfm:
<strong>Harold
I e-mailed you yesterday re: your old unichip. Has your e-mail changed??
Can you e-mail me jfrancas@cwcom.net
John</strong></font><hr /></blockquote><font size="2" face="Verdana,Tahoma,Arial,Helvetica,Geneva">Sorry john, almost never read that email address anymore, have emailed you again....
<strong>Harold
I e-mailed you yesterday re: your old unichip. Has your e-mail changed??
Can you e-mail me jfrancas@cwcom.net
John</strong></font><hr /></blockquote><font size="2" face="Verdana,Tahoma,Arial,Helvetica,Geneva">Sorry john, almost never read that email address anymore, have emailed you again....
01-17-2003, 12:48 PM
#24
Race Car
Thread Starter
Ah, but it would be no good when I find my rich girlfriend and can afford my 993 turbo.
I did buy a private plate after I bought the car and eventually settled on a 911 one. Sadly - it really was because I was thinking that I would eventually buy a newer 911 and wanted one I could transfer!
Dave
90 C4
I did buy a private plate after I bought the car and eventually settled on a 911 one. Sadly - it really was because I was thinking that I would eventually buy a newer 911 and wanted one I could transfer!
Dave
90 C4
05-09-2003, 12:49 PM
#25
Drifting
Join Date: Nov 2001
Location: Leeds, where I have run into this many lamp
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Dave
you get any further with your £5k engine mods??
Also, what about S/c AND Motec? I bet the new breathing supplied by the eaton S/C and the extra fuel it needs would be better managed by the MoTEC. Then you get real sequential control AND more air/fuel. Hmmmm?????
Anyway, I am putting all spending on hold at the moment - I am keeping it stock until I can afford to go 993TT.
you get any further with your £5k engine mods??
Also, what about S/c AND Motec? I bet the new breathing supplied by the eaton S/C and the extra fuel it needs would be better managed by the MoTEC. Then you get real sequential control AND more air/fuel. Hmmmm?????
Anyway, I am putting all spending on hold at the moment - I am keeping it stock until I can afford to go 993TT.
05-09-2003, 03:06 PM
#26
Burning Brakes
Dave,
What are your views on swapping for a LHD car? I have a LHD C2 and after the first few days of getting used to it I can't say it bothers me too much. Sure there's the inconvenience of getting into car parks etc but other than that...
If you can live with LHD it opens up the Turbo 2 option for a little more than your budget. If I could afford the extra running costs associated with having a T2 (insurance being a bugger for me) then I would definately have swapped by now. I'd have said it was worth considering.
What are your views on swapping for a LHD car? I have a LHD C2 and after the first few days of getting used to it I can't say it bothers me too much. Sure there's the inconvenience of getting into car parks etc but other than that...
If you can live with LHD it opens up the Turbo 2 option for a little more than your budget. If I could afford the extra running costs associated with having a T2 (insurance being a bugger for me) then I would definately have swapped by now. I'd have said it was worth considering.
05-09-2003, 04:15 PM
#27
Race Car
Thread Starter
I've never really fancied LHD - although I know that in reality it doesn't make that much difference.
I have considered going the turbo 2 route - but decided a few months ago that I've spent so much on the car that I want to keep it for a while longer (and then I spent even more on it by getting the RUF suspension kit).
So far, I haven't gone any further down the Motec route. It's still at the back of my mind - my only concern is that for £5K, I want to be sure I can tell the difference. Unfortunately, you have to spend the money before you know that. Also - I do ultimately want a 993 turbo, and that's 5K of the chunk of money I need.
I think I need to find an RS owner with Motec and get a ride. Just in case I like it.....
I have considered going the turbo 2 route - but decided a few months ago that I've spent so much on the car that I want to keep it for a while longer (and then I spent even more on it by getting the RUF suspension kit).
So far, I haven't gone any further down the Motec route. It's still at the back of my mind - my only concern is that for £5K, I want to be sure I can tell the difference. Unfortunately, you have to spend the money before you know that. Also - I do ultimately want a 993 turbo, and that's 5K of the chunk of money I need.
I think I need to find an RS owner with Motec and get a ride. Just in case I like it.....