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ste944

944 management info ... tuners?

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hi , i'm trying to find someone (to hassle with questions) that knows a good bit about the 944 2.5 8v oval dash management / ignition/ fuelling set up . after having engine troubles im doing a bit of research into a management swap . got a good understanding of what i want to use but not enough about what i'm going to be strapping it to lol . any help appreciated :) cheers

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ford lol . im planning a turbo conversion later in the year so imo a bit of messing around now getting it onto something i know will pay off later. im just a bit lost on the cps / dizzy thing 44's run . im used to one or the other

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if you plan on putting a turbo motor in the car get the wiring harness and DME and KLR control units, along with exhaust. everything should pretty much bolt up. easier to do it this way then trying to convert the naturally aspirated motor, too much compression, intake and exhaust plumbing etc.

although I did have a chassis and and an extra small block chevy at one time- then I sobered up and got rid of all of it before I got started.

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lol . thing is if i stick 944 turbo stuff in after spending nearly 2 grand ill have 220 bhp , to get to say 320bhp its going to cost more than same again id have thought ? expensive and a bit boring for me :( . i'd be happy to run 10/12 psi through the standard bottom end (with a good cooler and maybe w/i ) then once its tried and tested a rebuilt bottom end with either 44T pistons or other replacement , early spec rods all l/b can go in and see what it'll take 20+?.

anyway is a 44t ecu fully mappable? has antilag been tried on one/is it even possible with the system its got?

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about 7 psi is all you would be able to run through the 10:1 motor. if you get a turbo motor, get a worked turbo and a electronic waste gate control, with over take switch which bumps up to 1.1 or 1.2 bar for a quick shot- now that is a good ride.

I know a guy that took a S2 bottom end, got JE pistons and sleeved the block. used a 951 modified head with a roller bearing turbo and went fully adjustable ignition and injection system with fuelers that came on with boost. what a beast but it took constant tinkering with to keep it running, not to mention how much he dumped in to the project

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wasnt planning on using a 44 turbo unit on it but think i'll have to as theres virtually no clearance for what i wanted :( . going aftermarket for management (megasquirt ) and wideband o2 sensor for full 3d mapping. not sure what version yet as at some point i want anti lag but cant justify the higher priced ecu just for that at the min. using an xr2i efi loom and edis so ignition will be mappable and using a coil pack rather than dizzy. i'm pretty much sorted on everything now but turbo fitment :( if i go for a porsche 44T unit how far can i go with regards bigger housings / bigger replacement units in the future? what will a standard unit give (boost wise) without killing one every year ?.

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bigger on the turbo isn't always better. get with a turbo guy and he can ball bearing and change the housings to make it spin up with out lag, and still have plenty of power topend. if you stay naturally aspirated not much you can do-chip- advance the cam 1 tooth etc

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im converting it to turbo lol n/a is what it's stuck with now. i'm not forking out thousands on roller bearing ceramic this and that. ive got a garret t3 coming so will have to see how that goes :) not worried about 'lag'! , as said ,soon as its running nicely i'll run mild antilag anyway :)

Edited by ste944

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be careful of the boost so you don't blow the head off. are you making your own plumbing? put up some pictures of the install when you are done

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low boost only till ive got a new engine to rebuild /low comp. then i'll wind it up on the standard n/a engine to see what it will take before it pops ....... call it a braniac style experiment lol

yeah plumbing will have to be a diy make it up as i go along thing . i'll take plenty of pics along the way :)

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