Any update ?

 

The Dundon Performance Advisor os finishing up the last bit of software validation and I'll start testing and sharing data.

The solid lash adjuster finger follower parts were revised slightly to accommodate larger cam profiles (something we plan to offer on some of the larger engine builds) and were pushed back a bit. Better to do it now than to wait until later.

Should have an update this week on ETA for final parts.

 

Just a heads up if you aren't already aware... The entire Bosch/Porsche software and calibration documentation for MED17.1.11 is available for ~$300USD. I do not have a copy (otherwise I would've freely posted it) but I don't doubt the accuracy. I know in the past that documentation was pulled through a misconfigured VPN router. Based on what I'm seeing available this time, I would guess that somebody found their way into Bosch's source-code revision control system.

 

PM'd you thanks!

 

Wrong thread

 

Any progress ?

 

Parts are getting closer to finished. The 991 GT3/RS Engine Health Monitor is also finishing up, all the CAN streams we wanted to gather are converting correctly, device is stable and the first 10 beta units are in bound this month! I'll be posting some screen shots of the data sets and how to interpret them soon. Summer is always super busy with family, track day support etc... the time goes fast!

 

Thanks

 

I want to bring all those interested up to date on the “solid” finger follower upgrade for the 991.1 GT3, RS and R engines.

We have been working hard these last few months on the design and all the associated analysis that is required at this level of engineering.

We have focused on a solution for the existing engine and included design features that will allow future performance upgrades. The finger pad length depends upon the valve lift curves, so future lift and velocity increases have been considered.

We conducted the following in the initial design of our solution. Kinematic and Kineostatic analysis, Static FEM analysis, Lubrication and friction analysis, Oil film behavior within the new design and Friction and dissipated power analysis. The new kinematic models enabled extraction of the valve lift curves, valve velocities and acceleration.

We studied all the valve motions and acceleration curves of the existing geometries and although we have a new pivot point and finger geometry we can keep the current valve lift curves.
This new finger design will require new cam lobe designs and has increased the safety margins to allow for future additional spring loads and inertia forces.

The new parts are due to be tested in a running engine by months end and upon all the necessary tests and inspections, ongoing production of parts will commence. There will be some minor machining required to existing cylinder heads for the fitment of these new parts.

As soon as we can we will make available the solid modelling of this upgraded valve geometry. We know that this finger issue has caused some to be concerned about the condition of their engine. We have isolated the cause, redesigned a solution using the current cylinder heads and allowed for future engine development which we are also close to completing.

Hopefully this will give confidence back to those owners wishing to keep their cars and give future owners of these cars an equal level of confidence that the car they may buy is trouble free.

 

Thanks for the update. I'm just worried about the local mechanic doing this in my country would be able to do it or not. Is it a difficult modification ?

 

We understand how important this is and how to make it available to anyone.

We have discussed this in some detail and further discussions are planned. I spoke with Jamie this week about this very topic. We have planned to discuss this in more detail later this month so that we can have it all sorted once the "static and in car" testing have been successfully completed.

 

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I too am an engineer, and currently involved in a high-profile forensic investigation (not automotive). IMO, your statement oversimplifies the issues. Opinions do indeed need to be rendered, based on interpretation of whatever evidence is gathered and analysis is done. Testing is an example of that; a wide variety of tests can be run, and not all tests are of equal value.

In the end, I have confidence in Porsche's expertise, they have access to more info and testing and analysis resources than pretty much anyone else, and have backed their statements with a strong warranty which costs owners nothing.

 

You should be rather worried what garage dudes are going to do when engines with their "solutions" are going to go off because of their "solutions".
I am still getting up back to my chair after reading that technical analysis bs.

 

Any more news on these updates and insight ?