Another 930 Engine Conversion

[930/66]

[930/66]

Installing New Fuel Pressure Regulator:

The old Regulater had only 2 washers installed (0.8 mm) System pressure 6.0 Bar:





New:





New has 3 washers installed (1.4mm):

[930/66]

First I Check the Fuel delivery Rate: Setpoint / min:1500cc / 30Sek. (both pump)

Actual Values: 1500cc after 22 Sek



Second Test: Delivery Rate from the Systempressure circuit: Setpoint 160-240cc/min

Actual Values: 280cc/min (98 oct) 461g-249g = 212g : 0.755 = 280cc

[930/66]

I did a injector test.

1. Injection flow pattern was ok
2. Spray 4 from 6 not similar (not atomizing correctly)
3. Drip or leak test ok
4. Delivery Rate ok 2.5% Difference

I have Order 6 New 009 Injectors, than i make the Test Again.

[proffighter]

Nice attention on every detail. I wonder how equal spray pattern on new injectors is!

[930/66]

Originally Posted by proffighter

Nice attention on every detail. I wonder how equal spray pattern on new injectors is!

Hi Roland

We will see how equal there will be!

[930/66]

The Order arrived Today, 6 New 009 Injectors

Tomorrow they will be tested....

[930/66]

I did a injector test again with the new injectors.

1. Injection flow pattern was perfect
2. Spray all 6 absolut similar (atomizing perfect)
3. Drip or leak test ok
4. Delivery Rate ok 2.035% Difference

Flow Rate with the old 009 Injectors vs new (Factor 0.755 98Okt)
Engine 930.66 / Fuel Head Nr. 0438100037 / WUR Nr. 0438140112 / Injectors Nr. 0437502009

System Pressure setpoints: 6.00 to 6.70 Bar (between 6.20 and 6.40Bar)
System Pressure actual values: 6.30 Bar (12.2V)

Contol Pressure cold setpoints: 1.20Bar (Temperatur 20°C)
Contol Pressure cold actual values: 1.20 Bar

Contol Pressure warm setpoints: 3.65 Bar (+/- 0.20 Bar)
Contol Pressure warm actual values: 3.20 Bar

Full throttle enrichment setpoints: 2.90 Bar (+/- 0.20 Bar)
Full throttle enrichment actual values 2.60 Bar


Delivery Rate in 30 seconds old Injectors (Full without Full enrichment):


Old: vs New:

Cylinder 1 176cc 184cc
Cylinder 2 177cc 179cc
Cylinder 3 180cc 179cc
Cylinder 4 179cc 176cc
Cylinder 5 184cc 180cc
Cylinder 6 182cc 184cc

[930/66]

Goal: Adjusting individual Injector Flow on Fuel Distributor

After my engine revision / conversion (1500 miles even driven) the engine outlet sees like this: Cyl. 2 and 5 looks similar leaner than 1/3/4/6



I removed the cap from the Fuel Distributor, under that cap is the adjustment screw for each cylinder (differential pressure adjustment / turning the allen head flow adjuster clockwise increases the Fuel):






I have the settings adjusted 5 times and that`s the new data:

Delivery Rate in 30 seconds new Injectors (Full without Full enrichment):


New: vs New (adjusted):

Cylinder 1 184cc 181cc (old 176cc)
Cylinder 2 179cc 187cc (old 177cc)
Cylinder 3 179cc 179cc (old 180cc)
Cylinder 4 176cc 178cc (old 179cc)
Cylinder 5 180cc 186cc (old 184cc)
Cylinder 6 184cc 183cc (old 182cc)

[proffighter]

Thomas

So is this what you leave or just one first try and what's the desired goal?

Looks still a bit too much difference, 8cc or about 5%

Try once more little Padawan

[930/66]

Originally Posted by proffighter

Thomas

So is this what you leave or just one first try and what's the desired goal?

Looks still a bit too much difference, 8cc or about 5%

Try once more little Padawan

Roland

This is at the moment my Final Adjusting the goal was more Fuel for Cyl. 2 and 5.
Cyl 2 and 5 are all the time leaner as the others than makes not sense to adjusting all Cyl to similar amount.

The Value for the other Cyl 1/3/4/6 has changed positiv with the new Injectors vs old (just cyl 4 has 1cc less than before but he was not to lean.

New: vs New (adjusted):

Cylinder 1 184cc 181cc (old 176cc) 5cc more as before
Cylinder 2 179cc 187cc (old 177cc) 10cc more as before
Cylinder 3 179cc 179cc (old 180cc) 1cc more as before
Cylinder 4 176cc 178cc (old 179cc) 1cc less as before
Cylinder 5 180cc 186cc (old 184cc) 2cc more as before
Cylinder 6 184cc 183cc (old 182cc) 1cc more as before

[930/66]

Roland here is a picture from the Header here you can see what i mean.

[proffighter]

So we can't wait to see how the headers/heads will look after a while of driving. I am curious how much difference it needs to get them equal in color/ AFR

[Dpmulvan]

Nice work!

[930/66]

Here is a good topic:

cylinders 2 and 5 lean

[930/66]

After I set the WUR richer (Full throttle enrichment) i made a Testdrive:

I`m to lean at the Top End:



Now i go another Way...i have ordered a BL WUR with the RPM CSV Kit

[930/66]

I`m happy now... I`m a proud owner from a Brian Leask WUR and RPM CSV Kit













Now, I just have to install the part...but first I have to fix a problem with my Cayenne S

[930/66]

Much time has passed but now i have some results.

The AFR values are much better, i have just a little bit to optimize.
The picture shows the values of a dyno run:

[930/66]

Values are with 0.9 Bar Spring and measured at the crank.
452.7 PS and 423ft/lbs

There are 2 different measurements on the Dyno Sheet. The Difference are two different KKK`s K27/7200 and K27/29 Hybrid

[boosted79]

Hi 930/66,
It's been almost a year since any updates on this. Very nice build. I have one question. From looking at the pics in post 107 pg 6 it looks like you mounted the Bosch WBO2 in the driver side bank secondary pre-turbo? There are typically two problems when doing this, the wide band won't last at pre-turbo temps (unless you go to an NTK) and the AFR readings are skewed to the rich side since the sensor output is affected by back pressure in the header. As the back-pressure increases, the AFR gauge reads less than actual so if the AFR is reading 12.5 the actual AFR will be leaner, not desirable. Just wondering how that location has worked out?. With EFI a compensation table is normally used that adjusts the WBO2 output based on back pressure, not possible with CIS. Have you had any problems? I have a build in mind that will require two WBO2 pre-turbo but it will be EFI.