Nader Fotouhi

I think that I can do that. I wonder if anyone notices the GTS on the ECU? Common scruit, GTS means "goes to stock"
The only problem is that I no longer have either boxes, or the car.

paradisenb

Is there no adjustment for the Air/Fuel mixture?

Does anyone have a dyno sheet that shows their AF ratio? Would you post or share the number?

TIA

MJR911

E is the former F class, right? If so, the "F troop" used to dominate the East Coast in the good old days. Scotto was doing 1.24s around Summit in a g-50 car. Scotto might chime in, but these guys were all running 3.2 G-50 cars I believe. Mark Forester, Cal, Henk, Bob Scotto, Jeff Burger.... those guys ran hard, clean and put on a show as well as I can ever remember. Heck, Forester ran a targa if I remember right and would tape all the seams of his hood to get the extra aero! I'd watch in envy wishing that my Pop could wheel like that.

Anyone remember Savenor and Oliver Z battling in their C2s in the old "E" class?


Moral of the story... it can be done in the 3.2s.... in my opinion. And legally.

MJR911

I'd pay money to see Mark Hupfer (sp?), Mike Ellis, Jim Buckley, Fred C, Savenor, Scotto, Burger, and Poetl (in a 944S2 for good measure) go at it at the Glen in "E" cars.

FrankyV

Just to clarify, my car does have all of the correct Euro parts now, the critical one being the fuel distributor. Because the SC 's are not governed by a chip, you can advance the timing and take advantage of race fuel, which you can not do on a Carrera without an illegal chip. Beyond that, exhaust is critical and I have managed to snag a pair of genuine RSR headers, but we haven't dynoed different mufflers yet. FredC told me his best HP result was with straight pipes.

FrankyV

No adjustment that I know of as getting the correct AF Ratio in an SC is a function of the correct fuel distributor and warm up regulator. In a Carrera, I believe it is governed by the chip.

Astroman

IIRC, the G50 Carrera raced at a lower weight in the good ole days. Then PCA added weight (to 2906 lbs) in maybe '05 or '06?

Were those guys getting it done against MH in his Euro SC?

MJR911

Good point Jack, I'm not sure. Somewhere in there PCA added weight to all classes to account for being weighed 'with driver' I believe as well?

Agreed, I put MH up against anyone. Would be a great race to watch.

Chris M.

It can be adjusted at idle and part throttle and cars that have to meet emissions must do this in order to pass, but at WOT it is not adjustable. My car came from California and at idle the CO was set to ZERO.

If PCA really wants to make it fair they should limit the timing and rev limit on the SCs. Both can easily be checked in seconds.

FrankyV

Does anyone know what is the factory rev limit on a Euro SC? My '83 US owners manual says 6500 + or -200 and my US spec rev limiter kicks in at the high end of that range. I corresponded with one of the scruts on this issue before the season and he said they would be enforcing factory rev limits in stock and prepared classes this year but I did not see any evidence of that at Sebring.

Chris M.

Rev limit on USA SCs is controlled by de-energiizng the fuel pump relay at a certain rpm. The Euro cars used a rev-limiting rotor and the limit was set to 6800 + or - 200. I use the turbo ignition rotor that has a built-in 7000rpm limit. If you use the standard rotor you can rev it as high as you want.

analogmike

If the Euro cars came from the factory with a 6800 RPM Rev limiter, by PCA rules you need to use that rev limiter.

Anyway, those engines don't make torque above 7K, even my 2.7RS goes flat up there. So unless it saves a shift (Carolinas M P autocross section pre-update) it never paid to exceed the stock rev limiter.

FrankyV

Which is exactly what I plan to do. Left the US limiter intact for an extra safety margin during break in.

Chris M.

AFAIK that part is NLA so the 7000rpm turbo rotor is the closest thing.

Astroman