Jenvey

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Mr Sydney - great looking engine and that's pretty much what I'm going for. Can you confirm what sits inside the interconnecting pipe work, is that where the resonance flap is? Is the filter t piece 'hollow' ?

Thanks :)

Yep, resonance flap. The kit was supplied by Rothsport and controlled by Motec.

Build thread here http://forums.pelicanparts.com/porsche-964-993-technical-forum/822904-carrera-rs-4-build.html

Yep!!! I was kicking around this idea too.

Yessir- this is what Steve Weiner was referring to. Jeff Gamroth is way ahead of the pack with his
throttle body setup and Motec programming. Just staggering performance across the rev range.

Torque curves don't get much flatter!


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Why would you want to use MAF? You can get the car running without it at least as well and more reliable. ECU has to have proper ITB tuning strategies, curing the lack of this with MAF is questionable at best. MAF sensors has their own set of problems and limitations that I would rather avoid.
The principle is to make things simpler and create less restriction in the intake not more :)

Would love to see a dyno plot?

Thanks JV - quite a car! so the 'crossover' on the intake that isn't the airfilter t-piece is just a standard 964 (or 993) part with resonance flap and solenoid ?

You don't want to use a MAF sensor on an ITB set up. I use a MAP (Manifold Air Pressure), TPS (Throttle Positoin Sensor) and rpm which combined is known as Load Sensing and @xn, corrected for temperature and altitude. Works very well!

I talked to Jeff about this just the other day. In my future.

Is it just me, or is this thread generating more interest than the 'chest' thread used to generate?
Bill K

The thread turned out better than I thought, but I could use more info on some of these set ups. I'd love to try to work some of this out in the garage at home without having to buy into someone else's kit, but that might be wishful thinking.

-Steve

Why not?? Mass airflow is far superior to load sensing (narrow window) and throttle angle, no??

With ITB's throttle angle is the most precise and fastest engine air requirement parameter. But since density changes with temperature and humidity it needs some compensation.
Factories use MAF because it compensates for small VE changes over engine life due to wear, use of different components etc.
For example when BMW M3 (E46) MAF sensor fails, ECU goes to Alpha-N mode. And M3 CSL (E46) uses Alpha-N from the factory, if it would be so bad they wouldn't have went that route :)

good info...thanks for that.

regards,
al

I have decided to go the tried and true route of Triumph 955i ITBs and a MS2 control unit (or AEM Infinity, depending on garage clean out success).

I have sourced out manifolds but linkage may be an issue. I'm thinking of making my own motorcycle style cables to connect with the stock SC throttle, but I'd love to hear some of your thoughts on this guys.

I know there is at least one company on the web offering a modified weber style linkage, but at $500 its a bit pricey for what you actually get.

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TWM bodies with a DTA S80 pro ECU, soon to have Fly by wire add on using a Jenvey throttle motor.

Originally I was going to use an old bmw 3.0 DME to run this but decided the extra features the DTA has would be useful in future. The car screams all the to 7200rpm.

The Singer uses some type of plenum with ITBs. Anyone know anything about it? Other than the fact that it looks awesome? Looks similar to Jeff Gamroths. This motor was built by Ed Pink.

If I remember correctly they use the AEM ECU.

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If that's the case, primary is MAF due to its superior metering capabilities with Alpha-N as its "limp" mode. If AN was the best, they would have saved money scrapping the MAF system, right?