Converting my 3.6T to EFI questions!
06-21-2005, 07:09 AM
#16
Burning Brakes
Thread Starter
my man. The Mode ones are very nice! same as marc's twin turbo. I want to see how my efi goes first then once ive gain confidence over that maybe i could look into a twin turbo too.i think the 3.2 inlet is fine for me no?
06-21-2005, 09:54 AM
#17
Nordschleife Master
Miles, the 3.2 Carrera intake will not be a limiting factor in your configuration, it will support over 850hp. However, I have noticed that the engines that I've tuned with the 964 plastic manifold did make slightly more power. You will have to deal with the factory 964 resonance flap and I've pinned them shut and I've activated them using an ECU output at the factory RPM of 5500. There also have been instances where the flap has failed and parts have gone through the engine. The 993TT removes the resonance flap an installs a what is essentially a block off plate. You also may need to cut down the manifold to clear the chassis.
FWIW, My car has a 3.2 Carrera intake...
FWIW, My car has a 3.2 Carrera intake...
06-21-2005, 01:45 PM
#18
Geoffrey,
when you say resonance flap, are you refering to the Carrera 3.2 intake manifold or the 964 intake manifold? I'm not sure if the flap has got to do with either manifold. Pardon my ignorance.
when you say resonance flap, are you refering to the Carrera 3.2 intake manifold or the 964 intake manifold? I'm not sure if the flap has got to do with either manifold. Pardon my ignorance.
06-21-2005, 02:33 PM
#19
Burning Brakes
Thread Starter
thanks Geoffrey, ok ill stick with the 3.2 then.
The flap is with the 3.6 inlet- i read it opens up at 5500 as Geoffrey said and then allows more air to flow and below there is a more stable air flow or something like that- i was just looking at one today at my mechanics garage thought it would be a nice touch to have but reading what Geoffrey just said there might be more problems than needed esp when first doing this conversion- ill keep it simple- can allways change later at virtually no cost as these parts are from a breakers anyway....
The flap is with the 3.6 inlet- i read it opens up at 5500 as Geoffrey said and then allows more air to flow and below there is a more stable air flow or something like that- i was just looking at one today at my mechanics garage thought it would be a nice touch to have but reading what Geoffrey just said there might be more problems than needed esp when first doing this conversion- ill keep it simple- can allways change later at virtually no cost as these parts are from a breakers anyway....
06-27-2005, 08:18 AM
#21
Originally Posted by Miles965uk
Ok cool. To use the 964 manifold i will different injector blocks to fit. also will the engine be able to use the 12% extra flow without needing to strenghen it at all?
Marc's car did 700hp with the 3.2 manifold so will it be the bottleneck?
Marc's car did 700hp with the 3.2 manifold so will it be the bottleneck?
06-28-2005, 06:04 PM
#23
Rennlist Member
Originally Posted by Miles965uk
thanks Geoffrey, ok ill stick with the 3.2 then.
The flap is with the 3.6 inlet- i read it opens up at 5500 as Geoffrey said and then allows more air to flow and below there is a more stable air flow or something like that- i was just looking at one today at my mechanics garage thought it would be a nice touch to have but reading what Geoffrey just said there might be more problems than needed esp when first doing this conversion- ill keep it simple- can allways change later at virtually no cost as these parts are from a breakers anyway....
The flap is with the 3.6 inlet- i read it opens up at 5500 as Geoffrey said and then allows more air to flow and below there is a more stable air flow or something like that- i was just looking at one today at my mechanics garage thought it would be a nice touch to have but reading what Geoffrey just said there might be more problems than needed esp when first doing this conversion- ill keep it simple- can allways change later at virtually no cost as these parts are from a breakers anyway....
The flap is here to avoid flows between the two plenums at low and middle RPM. It's also a question of vibration : the more volume you have in the plenum, the higher the volumetric efficiency is. So big volume = more power, but vibration beetween opposit cylinders make problems at certain speeds. The flap is the only easy solution.
06-28-2005, 06:05 PM
#24
Rennlist Member
But in the end, whant engine management will you use ? I'm working on this for my TT engine.
I have a hesitation beetween a state of the art Pectel ECU and a customized Motoronic...
I have a hesitation beetween a state of the art Pectel ECU and a customized Motoronic...
06-28-2005, 06:43 PM
#25
Burning Brakes
Thread Starter
I am looking into using megasquirt. I knows theres no direct support but its cheap and I could tune the car so far myself with the wideband - so far enought to know if megasquirt is the one to use, no loss otherwise. im sure ill gain alot of experience!
again my first stage is to just get another 50-100hp out of it with better emissions and millage etc....
again my first stage is to just get another 50-100hp out of it with better emissions and millage etc....
06-28-2005, 07:13 PM
#27
Burning Brakes
Thread Starter
yea, ive so far spent many hours finding what i need and how to get there resonably. ive just got the 3.2 manifold and fuel pipes, rails etc for about £200 which is good so far. just need the ECU & harness, intercooler (custom one belldesign i think i might go for) and the wideband.
will keep this thread upto date
will keep this thread upto date
06-30-2005, 02:40 PM
#30
Burning Brakes
Thread Starter
hey, no i got the 3.2 fuel rails, im not going to use any peformance ones, these seem to be up for the job really. if i were to go to 600+ then probs go for billet ones or something. but again im going to do this a cheaply as possible without comprising safety/performance so IMO the haggart fuel rails will do 0 for me for what I want