Much appreciated with that comment....

Well pleased myself with my results and the way the car is going,,from rebuilding my engine to every other job i have done on the car has been all my own work with lots of cursing along the way dont get me wrong but its been worth it now:).

This forum also has been a big help also with a lot of usefull info from all you guys so thanks again!

I purchased the kit with the intention of maybe thinking about selling these at a reasonable cost ready for our cis turbo cars if there was enough interest?

I have run the set up for good few months now and i am 100% confident with it and the car pulls very very strong now,,very clean also throughout the rev band and i reckon could near easily 25+mpg on long journey now.

Great Job Stu!!!

Cheers Nathan!

Car is pulling so much cleaner and stronger than it ever has and Mpg is up in
25+ range on a run.

I took Temps with a heat gun the other week there also on each cylinder and thay are all pretty close at tickover(260-270 c (within approx 10 degrees) the front two cylinders 3 and 6 approx another 10 degrees lower again but i think this is only due to the longer header pipes dispersing the heat better!

Fitting my new fueling system and flow matching the cylinders is by far the best thing i have done so far, even the the engine has a different note to it now and it likes to rev far more than it did before.:).
Far more confident safety wise also which is prob the most important thing as we all know!

I will data log some more and post in the near future!

I love this thread.

This is the best / smartest thing anyone can do to there 930!

Example, if your goal AFR is say 12/1 it is possible that you could have 5 running at 11.75 and one running at 13.25/1.

Yeah exactly as i thought,you can tune to achieve 12/1 afr all day long but until you check fuel delivery to each cylinder you still have no guarantee that you still wont detonate or cause some kind of damage.
Every cylinder at peak performance also has got to be a huge hp benefit and could possibly be worth more than any other bolt on mod!

Is there a significant difference in flow with and with out the injectors connected?

I just tried skimming this thread again to try to find it.

Thx if you can help.


FYI,

Also, I talked with Larry at FlowTech that builds the HF head and rebuilds WUR's.

He said if there is a difference in flow rates that he did not recommend trying to adjust around it at the head.

That if there was a variance it is most likely from some type of restriction (dirt,...).

Further, that the passages through the head are not that small so most junk should pass.

I thought I'd bump this CIS thread up because it's a good one. I wonder if stup has done anything more with this since then.
I also wonder how Keith and some of the others that posted in this thread are doing these days.

http://forums.pelicanparts.com/911-930-turbo-super-charging-forum/482246-electronic-cis-fueling-boost-control.html

already subd

i think he made a BIG mistake by adjusting the head with no injectors and only basing the need for adjustment on that one WOT test.

i just went thru mine saturday. i tried to be thorough before making any adjustments but after a long day of dealing with gas, and leaks and spills, and not having the best conditions to test them, i learned how it should be done. oh, i did make a very small adjustment to #2.

here is what i did:
first 2 test were for baseline.
one at "idle". i wedged the sensor plate open with a tie rap between the plate and bowl. this is about how much it is open at idle. i ran this test for about an hour so i could get enough fuel. the more fuel, the better i think. i ended up with around 6 oz's for all my tests.
i think low was 4.8 and hi was 6.7oz's

next was a WOT. about the same amount of fuel.
both tests showed #2 lean.
this is what you want to look for, consistant results.

i should have done another test at mid throttle then repeated all the tests. the more info for from initial testing, the more reliable the results.

my first corrective action was to move injectors around to try to even out the flow.
again, tested idle for around an hour.
(i had a battery charger on all day).
i did another WOT also.
#2 still lean, perhaps a tad worse.

i figure at this point i have nothing to lose.
i made a VERY small adjustment to #2. let me tell ya, how ever much you think you should turn it, turn it half that. it does not take much.

another WOT test.
at this point, the idle tests were taking waay too long and i skipped it.
maybe next time i would open the idle up just a little more.

now #2 is not the richest but it is in the top 3. but, all 6 are much closer. 3.7 and one at 4oz's
brian stated that one adjustment effects the others and i really think it does.

here is a BIG tip that i think someone here recently made. only adjust ONE at a time. DO NOT try to bring one down and one up in one step.
i am going to repeat this tip again. take multiple samples and write them down at the 3 levels of engine RPM before you determine something is wrong.
i would also check the fuel pumps and pressures before starting,

i made a chart.
on the left was what the test was. across the top was 1-6 for the cylinder. then after each test in small numbers i wrote under the result 1-6 for leanest to richest.

my idle is much better now. i still have what can best be described as my exhaust sounds like pop corn at steady speeds, but i dont know where my mixture is yet.

oh, i did do the test with no injectors but only at idle. again, should have done it at all 3 RPM's.
i did not put a lot of weight into this result since it was SO FAR off the results of tests with the injectors. i also feel like the FD may need that back pressure from the injectors to operate properly.