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Hi Glenn
Hope you are well in Canada. Looks bloody cold where you are (-23c deg).
Stay warm and safe.
In my first install of the SC unit I ran Venom injectors - EV1 - 36lb.
They didn't give me any problems and worked well.
They sat of the shelf for a long time with the SC unit after I had my engine rebuilt many moons ago.
When I took them to get cleaned and flow tested they came back as kaput.
So new injectors where needed.
This time round I just went the optimum route and got Bosch OEM 993 Turbo injectors.
My only bitch about this is they are overly expensive.
But chances are they will serve me well and be problem free and perform well.
There are other cheaper options.
With the added power we are going to need more fueling. The version of the TPC unit I have adds two more injectors to the stock setup.
To reduce complexity of the TPC setup, it is possible to simply run 6 larger injectors and play with the programming and FPR to get the right mixture.
Stock injectors are 23lb - they are not going to cut it with the added power and fuel requirements.
Hope this answers your question.
Are you embarking on a similar project soon?
After today's session - my back is done - need a rest.
Spent a few hours doing the crank pulley + belt pulley mount adjustment + re-installing alternator and engine fan.
And some clean up while parts where off.
Will test 2mm adjustment of pulley mount angle tomorrow - but from pics of what I had last time to pics of the new position - it should be good.
Tomorrow will be test fit of SC unit and connection of pipes, vacuum lines, EGT and AFR sensors, and I might start running the coolant hoses.
See how long the back holds out for.
SC inspection shows the teflon coating is coming off the rotors.
Time for disassembly and service of the entire unit.
Oil change and bearing checks, etc.
Just a few hours today.
Engine mount reinstalled. Added two additional washers per side to get the extra drop to stop the top of the SC unit from rubbing.
EGT and AFR sensors installed. Exhaust back on.
Eaton M90 unit and TPC bracket mounted.
New SC belt installed.
Haygeebaby
thanks for the details...and yes the winters here have always been a time to get things done inside, including Porsche car repairs lol
I’m pretty much a stock guy with my 993. When I rebuilt mine I always wondered if I should replace the injectors. I wasn’t sure if there was a deterioration of the performance of the injector OR do they work or not work? Thoughts?
nice to see your progress
Glenn
Sorry for the late reply. I'd get the injectors clean and flow tested. Only way to know.
It's been slow going for the late few weeks. Too busy and waiting for stuff to arrive.
So I've been making harnesses and getting all the cabling and water pipes routed and cleaning up the install.
Some more powder coating came back - support frame for front AC and Oil coolers.
Water hose has been upgraded from AN10 to AN12.
Telemetary gear wired up now - just need to clean up the wire mess.
We should be able to crank the engine up tomorrow and start looking for problems.
I wish I caught this thread earlier. You seem like the guy with the proper aptitude to explore blower porting. It's something that Ford Lightning guys have done extensively to the Eaton blowers. I don't know how it would translate to the TPC but if history is any indication a good chunk of top end HP can be found. Since torque remains unchanged it does not place additional burdens on the bottom end. The porting work focuses on the initial entry around the twin screw ends and the V shaped exit. Tons of info out there if you're curious.
Amazing work! Glad to see you're putting it back on! Had my TPC supercharger, TB and intake ported and matched by Stiegemeier Supercharger Porting.
Well worth the money. You should pick up the Clewett Pully that was another nice upgrade to the stock TPC unit. I've had no belt alignment issues ever since.
Last edited by Porsche-ah; Mar 11, 2021 at 10:28 PM.
J
I think we will want a much larger water reservoir so we can get more cold water at any one moment to cool the charge air.
Fwiw, more capacity (reservoir size) buys you time but not efficiency. Many times actually hurts efficiency if located in the engine compartment and picking up heat.
More capacity = time means it will have some thermal inertia, before reaching the point of heat in vs heat removed.
That being said, I think more capacity is not worthwhile. The intercooler will absorb so much and the heat exchanger can remove so much. Maximize the efficiency by airflow to heat exchanger and liquid flow. (pump capacity and reducing the amount of tight bends/restrictions in the liquid side of the system).
I’ll respectfully disagree on water capacity. The greater the thermal reserves the better (to a point).
What’s really interesting about water cooled SC’s is their ability to use the IC as a heat exchanger in between boost runs. Likely doubling heat exchanger volume.
I loved the WC system on my E55. It’s great on my lightning too.
No Doubt, Just think of how much time you spend putting heat in vs taking it out though. The majority of the time is spent off /low boost when the system can recover. The greater thermal reserves ensure reasonable IAT's for longer periods of time before being overwhelmed. Most Water to Air systems are not able to keep up in road race type environments. They heat soak no matter how much fluid is available.
Some OEM's are moving towards systems that can keep up though. It takes a MASSIVE heat ex-changer to do so. The 2005 Ford GT had one such system. The heat ex-changer had the same amount of frontal area as the radiator. The reason for this has to do with the temperature delta. In the intake tract the compressed air temp is far greater than fluid so absorbing heat is easy. The ambient air to heated IC fluid temp is much closer so achieving parity on that side of the system becomes much harder.
