Pesty

Found this on e-bay
http://cgi.ebay.co.uk/PORSCHE-964-RS...QQcmdZViewItem

I recalled something in Adrians books and i have found it on page 512.

Saying plugging in an RS DME will increase hp to 282 and higher torque so is this a plug and play easy upgrade?

964RS

So why is there "only" 260 bhp in the RS then?



/Anders

Gary R.

I am highly doubtful there is anything that you can plug into a 964 to get a 35HP increase....

Christer

NO!

Pesty

oh well. I must have got the wrong idea from the book.

My idea was get that and then sell mine and get my money back 20+ bhp for nothing

see thats what happens when I think! never mind

Marc Shaw

Nah, you only get a 35 hp increase by taking the undertray off.

Marc

Millemiglia

That's what I thought too when I read that.
I guess I'll have to re-read that chapter when I get home but IIRC Adrian refers to a test where an elsewhere stock 964 where tested on a rolling road with first the stock DME, then the RS DMS and last a 964 Cup DME.

Red rooster

The RS ECU has a few calibration changes to give 260 bhp on a 964 motor .
A proper remap on either a std or RS ECU will give more.
Geoff

MarkD

Adrian's book states that this DME (964 RS) installed in a C2 will get you to 282hp. That's 25hp if I did the math correctly.

He goes out of his way to say that there were no other mods to the C2.

Hmmm.... wonder what 320 pounds converts to USD? About $600? Tempting...

By the way, hello!

Mark

Red rooster

282bhp-250bhp=32 bhp?
The RS ECU gives pretty well 260 bhp( +10 bhp ) on a 964 motor, claimed by Porsche and measured by many.The RS motor is a "0" tolerance 964 motor with standard cams etc. The extra 22 bhp is either wishful thinking IMHO or was acheived with further mods ?

Geoff

Gary R.

My 964's are spec'd out at 247 HP last I looked, maybe that's just US spec?

Geoffrey

I have dyno tested a production C2 brain against the Euro RS brain back-to-back on the same car, same day, same dyno. The Euro RS brain shows a 12hp and 11ft/lbs of torque gain at the rear wheels.

chancecasey

I'm pretty sure you could get the same or better performance from a custom chip for your DME rather than swapping with another DME. It'll cost you $400 + whatever you can get dyno runs with wide-band lambda readings for ($50 - $100?), but you'll get the best fuel / ignition maps possible for your particular engine's "personality" - they're all a little different. If you're looking to spend that money anyway, I think it would be a better way to go.

Lorenfb

"I'm pretty sure you could get the same or better performance from a custom chip for your DME"

- chancecasey -

Plus pinging and other problems!

Read here ( www.andial.com ) under FAQ Question 2.
It's most applicable for the 964/993 engine with knock senosrs.

Note: Andial was the Porsche factory racing op, e.g. Cup Cars, for the USA.

chancecasey

To say that all chips cause knocking and pinging problems is a vast oversimplification. I know there are a lot of crap chips out there, and I'm sure a few folks here have been burned by them. But a custom chip from a tuner who knows what he is doing can yield gains of between 5 and 10 RWHP across the majority of the RPM range, without pinging and without increasing the rev limit whatsoever.

You definitely need to do your homework and find a good tuner that will tailor the chip to exactly what your car needs. They will know what can be done with a given octane / temperature / engine mods as a baseline, then will take the lambda readings on the dyno and reprogram/refine the chip so that it has the best fuel and ignition maps for wot under actual test conditions for that car.

I have a buddy with a 993 who rants and raves about the improvement on his car after a chip that wasn't custom, but was designed for the mods he's done and I think was recommended by tuner with a name very similar to this forum. Customization, imho, is necessary because of the little things that will be different on every engine - e.g. the airflow meter resistance. If all the 964s of a particular model have the same fuel maps for WOT, but slightly different AFM sensor feedback, they will all be burning different mixtures because the DMEs all have a different reading on the air going in (assuming it's really the same) and therefore inject different amounts of fuel based on what they "think" is the airflow. With 91 octane and stock compression ratio, ideal air fuel is around 13:1 for max power, and of course that wouldn't pass CA emissions or yield good fuel econ, but as a WOT mapping, it's the optimum. I'm not sure what the stock fuel mapping is for WOT, but likely it was set with a range of octanes in mind, not just one particular rating. Depending on the particular engine in question and the variances involved, WOT lambda readings in dyno tests on stock cars can range from 12:1 to 14:1. Clearly, that isn't optimal.

Of course, a good first step would be to get the dyno lambda data first - because if you are at 13:1 (or whatever is ideal for your particular octane and compression) with WOT - you are already in the sweet spot.