Promotive Engineering

Porsche Motorsport Preparation Brisbane, ETS Fuel QLD

A quick and dirty manifold.

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The engine for the Quattro S1 E2 replica is finally finished!

quattro engine

The engine has been built for a while but I never liked the intake manifold.  The runner lengths on the aftermarket manifolds all seemed to be a lot shorter that my calculations of the optimum length, probably because of the constraints of the standard engine bay and everyone wants a big hp number these days instead of torque.  I really wanted to make a replica of the Audi Motorsport unit but with a massive shortage of time so I had no option but to throw a custom manifold together on a Sunday afternoon…

 

I had previously come across a cast plenum from a six cylinder rice burner, so I machined out the base and quickly drew up a replacement base on CAD that included a raduised inlet and one less hole for the five cylinder donk.  A short time later with some 12mm plate loaded into the CNC and the base was machined and ready to tig together…  Simple!

It seems like all the stars were in alignment too –  I am a big fan of drive-by-wire throttle bodies and it turned out that a 997 GT3 unit bolted straight on!  I had some braided hoses left over from a previous project and the just happened to be the right lengths for the dry sump setup too!

quattro turbo

I had originally intended on using a Garrett turbo but I have become a big fan of the Borg Warner EFR units lately.  The external wastegate is redundant now…

quattro dry sump

It will be fantastic to hear this engine on the dyno soon – they have to be one of the best sounding engines ever!  It isn’t pretty, but is it finished…

GT2 v2.0…

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The GT2 is progressing.  Slowly.  It looks like it is still only half a car, but it will be twice the car it was…

GT2 half

Unfortunately, the panels that we ordered were the worst quality I have come across in twenty years so a considerable amount of time has had to be spent on getting them to fit.  I really want to make the rear panels clip off in one piece but I am behind schedule already so I cant deviate from the brief…  At least the front is mainly fitted up and I am just need to keep the CNC running to make all of the little brackets and smaller parts.

GT2 space frame

While the rear firewall and panels are not yet finally mounted, it is easier to do the plumbing and mount the suspension.  The rear links will be fitted in the next week so the new engine can be fitted and the turbo manifolds for the EFR turbos fabricated.  The intercooler will be fed by the massive air scoop that was used previously so that can be fitted at the same time.  The engine can be then dynoed and fitted…

GT2 front panels

There is still a few long days ahead before it looks like a car again!

 

 

 

Dyno upgrades

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I have been busy lately on a few big builds and have managed to find some time to do some upgrades to the engine dyno that I have been wanting to do for too long.  While some of the upgrades are purely practical and allow engine changes to be quicker, I have also added significant over capacity to the cooling system to engine temperatures can be optimised.   engine on dyno

I have become really interested in the fuel testing lately and comparing different race fuels.  I have added a flex fuel sensor to the dyno now which show how the ethanol content some of the cheaper competitors race fuels have and the consistency (or lack thereof!) !  It is a cheap way for them to increase knock resistance but it isn’t the best way of producing power…

dyno windowI have upgraded the knock sensing in the cell as well.  In addition to the two channel Vipec knock amplifier and headset, I have added a dedicated vibration sensing module.  It is now easier to fine tune the knock sensors on a setup so there is less false readings and make it easier and faster to setup individual cylinder tuning.  The new system will also analyse the vibration signature of an engine over time (FFT) and will show well balanced the engine is and the point of the imbalance.  By looking at the spectral analysis you can distinguish the imbalance from a weak cylinder, a clutch or the cooling fan etc.  Cool stuff!

Just need a more room on the console for all the readouts and instrumentation now!  Maybe a lounge chair as well.

 

The Rally Golf…

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Normally only 911s are allowed into the workshop.  I have made a couple of exceptions lately, one being the short wheelbase Group B Audi replica and the other is the classic rally Golf Mk1 that is destined to run in the Australian Classic Rally Championship.  This has been a massive ground up build which I will elaborate on in a later post and actually take some decent photos…

Golf engine

The exciting news is that the Golf is finally alive!  I am yet to tune the massive 50mm carbies (- yes old fashioned carburettors!) but the induction noise of this engine is amazing.  It should be too considering how ridiculously high compression is, and of course it is designed to run on the ETS Extra Max race fuel.

Golf engine bay

I am sure the sound of this car will be confused for a big bore sports bike in the distance because the ratios in the dog box are so close…

Golf interiorWith just a few final touches to be made, the test day is not too far away!

Feeling Blue. Not with this RS Tribute!

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This photo will be recognisable from the main page of my website perhaps.  The wheels on this RS Tribute really were so spectacular that my (very) armature photography skills couldn’t really capture the gloriousness of the detail when seen in person.  They really set off what turned out to be a very tidy 911!

The wheels were 15 inch Braid RSR style wheels but these ones are not the standard finish as supplied by Braid.  They were stripped, anodised and dipped in paint to create perfect paint edges and then the lips were polished to give the final touch.  I think they have turned out nicer than the Harvey Weidman wheels…  Of course, the venerable Michelin TB15 tyres completed the look.

The sad thing about having such nice wheels is that the stunning RSR replica brakes were hidden away!  I completely rebuilt the suspension and vapour blasted the arms before replating everything, fabricating some RSR style sway bars and fitting the 2.8RSR brake kit from Zuffenhaus.  The calipers are stunning!  The shocks were revalved to match the new spring rates and the result was a bucket full of fun!

A Tilton pedal box was mounted onto a reach adjustable mount so the correct pedal position could be found and the brake balance could be perfected.  The pedal box was hidden under a custom carpet set and everything that a modicum of shine was powdercoated satin black.

The aim of this car was to have a fun toy for the weekend but it also turned heads everywhere it went!

Mexico Blue is such a striking colour!

 

 

KnockLink

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KnockLinkEvery now and then I come across a cool little tuning tool that actually works.

I have been using a Vipec knock ear on the dyno for a few years now.  They have an algorithm that filters out background noise quite accurately.  When used with a matching Vipec ECU, they have a similar system to Motec in that they listen to a tuned frequency within a specified window.  It takes a fair bit of time to set either system up but it is the only way to set up accurate individual cylinder knock control.

The new little KnockLink is made by Link who also manufacture the Vipec ECUs.  This great little light is really simple.  You just need to mount a suitable knock sensor (or use the existing ones on 993 or later engines) and fasten the light with the supplied mount.  The wiring is simple too.  Two wires go to the sensor plus 12V power and earth.  It self calibrates on engine start up and will flash to warn if knock is present.  It won’t adjust the timing but at least you will see that you have a problem!

Very handy for early model 911s that aren’t running fuel injection or good quality fuel!

I have a few of these in stock now.  The RRP is $275.  I can also supply a suitable knock sensor.

 

Why I love my engine dyno…

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I have to agree with anyone that says that an engine dyno is not the most convenient tool to use.  Even though mine is setup so a 911 engine just slides in to the cell, it is still a bit of a nightmare when it comes to the late model engines with complicated wiring looms.  Obviously, it is only really useful if the engine is already out of the car but when it comes to control and accuracy it can’t be beaten.  No problems with keeping the engine and tyres cool and no crawling on the floor to try and tie the car down.  It is simple to make hardware changes because the engine is easily accessible.

It is all a trade-off I guess, and the chassis dyno I regularly use has always yielded great results for tuning and quickly diagnosing problems.

To comply with the new and ‘improved’ Porsche Club QLD motorsport rules, each competitor has to pay to have their car tested on one of only three hub dynos as selected by the club motorsport committee to get an uncorrected power figure.  That figure then has a specified drivetrain correction applied to finally get a flywheel power to weight figure for handicapping.  I am glad national championship events aren’t as complicated!  The fact that two of the dynos are owned by committee members must be purely coincidental of course…

Anyway, this post is just a warning to competitors using the hub dynos so the same mistakes are not made.

Bent wheel studs

Mistake number 1.  If you have long wheel studs, make sure the operator that is bolting the car to the hub makes sure the studs clear the dyno!   It was a hell of a racket, kind of like when you used to put a plastic strip in the spokes of your bike when you were a kid – just a hundred times louder!  And not as fun.  I wish I could have at least watched the car being being bolted on.  Also, make sure the rear guards can’t hit the Dynapack casing if it hasn’t already been removed.  It is awfully close on an old school widebody 911!

Mistake number 2.  Don’t visit the dyno on the day of the event in case there is a problem.  Forget trying to be efficient.  You can see from the photo that the next drive for this car was back into the workshop for some new long studs and probably a new hub and bearing now the studs are loose.  It was a pretty expensive day –  a wasted entry fee, a repair bill and a lot of wasted time!

I guess this needs to be done any time a change is made to the engine too.

The next car to visit the club approved dyno has centre lock wheels.  It will be interesting to see how that gets mounted and how much of my day it adsorbs.  If nothing else, it will be interesting to compare the dyno charts from my calibrated engine dyno with accurate weather station to the club specified testing procedure…

Who said club motorsport was meant to be fun!

What is that burning smell?

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They say that technology is here to save time.  I have a lot of technology so why do I never have any spare time?

Anyway, the other day, after commissioning the new wiring loom in the classic rally car that is being entered in the Australian Rally Championship I noticed something wasn’t quite right…  No smoke or anything dramatic but there was a problem in the loom somewhere.  It was a bit strange considering that the harness had been tested prior to powering it up.

Using FLIR with wiring

Anyway, FLIR to the rescue!  No, not Fleur, a girl I used to know years ago, but the thermal imaging type of FLIR.  It is really becoming a handy tool around here.  The heat signature from the plug showed that the problem was a defect in one of the new aftermarket tail lights.  A simple fix to a problem that could have taken a lot longer to find!

Now, why doesn’t this technology save any time?  Once you get a new toy you spend too much time playing with it!  Predator style vision is so cool!

FLIR dog

 I was going to make a comment about a ‘hot dog’ but that would just be silly…

 

GT2 Update

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GT2 Shell side

The  The GT2 shell is back from the sandblasters!  I have finished all of the major fabrication at last.

It doesn’t look like much at the moment but after a splash of paint and the composite panels are bolted or bonded on, it might actually look like the Porsche it was.  Just a lot lighter, stiffer with better suspension geometry!

GT2 shell front

The new engine is going back together at the moment and should be on the dyno in the coming months.  As in its previous incarnation, the engine is controlled by a Motec with one of my lightweight tefzel looms which saves just over 60kg compared to the factory loom and all of the various ECUs!  This engine has some trick bits inside with a couple of Borg Warner turbos that I have found to be the performing turbos at the moment.  More on that later…

Interestingly (to me anyway!) the chemists at ETS Race Fuels in France have recommended ESR GC4 as the fuel that has the best burn characteristics to suit this engine spec.  It will be interesting to do another fuel comparison on the dyno.  The gains by switching to the right fuels so far have been nothing short of amazing!

I can’t wait!

 

Liquid Power!

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I have to say that I am pretty chuffed with the ol’ twin turbo Canyonerro.  It isn’t a bad workshop hack.  It could be improved with a set of DS3000 brake pads so it stops from speed more than twice, and the 22inch wheels make what is normally a really capable 4wd, utterly useless and barely able to traverse an average sized pothole without total destruction to the rim and tyre.

Cayenne Turbo on dyno with ETS fuel

I want more power but every time I start plan on giving it a bit more boost and a tune,  I can’t help thinking that getting more than 350kms to a tank of fuel would also be nice.  It is actually becoming a bit embarrassing – the girl at the petrol station down the road thinks I am a bit keen on her because I am visiting so often!  To avoid my second visit in a week, I decided I would see what happens if I filled up with some ETS ExtraMax race fuel…

Well, I did actually know what would happen.  The Bosch Me7 engine management in these beasts might be getting a bit antiquated compared to the latest tech, but it was happy to keep winding in the spark and fuel until the dyno showed about a 30hp gain at the wheels!  To be fair, the actual horsepower number falsely showed a bit more than 42hp but there was a spike at the end of the run each time as the traction control woke up and tried to outsmart the dyno.  The airbag suspension also decided it need to take action too.  Watching the electronics try and fight the dyno was like watching 50 Shades of Grey with your mum.  Not good.  Porsches just don’t like to be tied down and abused…  I will upload the graphs soon.

One thing that is actually amazing is how much better the throttle response was on the way home.  The exit from corners was addictive!

Cayenne Turbo on dyno

Unfortunately it wasn’t all good news.  After driving it home from the dyno I realised that I am like a fat boy with cake.  I need more.  More power in this case, but more cake in my life would be good too.