Porsche Enthusiasts Club Forum

My 250 car had a superchips chip in it when I bought it. No KLR chip, still using 2.5 bar FPR and was producing about 275 bhp with a an old school bleed valve rather than an MBC. It ran well for years.

I now run Promax Level 2 with DPW, MBC and 3 bar FPR and have got just north of 300 bhp now but have to say the old set up was decent and cost effective.

Stuart

Were you monitoring the AFR when you were using the Superchips ?

No I wasn't. But by all accounts the car ran for 10 years like that. It was only once I went the Promax route I had an AFR gauge and promptly destroyed my head gasket which to be fair was due for a change!

Stuart

I will just add that the I am not looking for any performance gains with these chips just to run the engine in for a few hundred miles off boost .
The dme chip that was in the car was a promax level 3 chip set up for a 2.5 engine with a LR61 turbo . This was causing the 3 litre engine with k26/8 to start up very rich and then lean out on idle. Just want to see if any of these chips will help with the initial idle.
Also have a standerd dme chip so can start from a known point if none of these help .

How about an additional accurate boost gauge ? I'm not picking on you here but I remember the Detection Techniques/ Superchips from my Cossie days 25 years ago....

No only the dash boost gauge at that time, it did go off the end of the scale. However I do now have a lovely white VDO boost gauge in my centre console next to my AEM AFR gauge in matching colour mounted on a carbon fibre plate where the cubby used to reside.

The car done about 70k miles on the old set up with no issues, mostly not in my ownership. I ran it about 2 years like that with no issues. Maybe good luck, blind faith, whatever but seems to have worked well enough.

You'll be pleased to know I now monitor boost and AFR very closely and doing so has allowed me to pick up on little issues before they become big issues!

Stuart

Good, though nailing it and looking down at those gauges gets interesting quite quickly .

That it does my friend! But a worthwhile and assuring exercise as well as flexing your multitasking skills and jedi like reflexes!!

Stuart

Well the poor idle was nothing to do with the chips. Have a look at the inside of the AFM after removing the top.
Looking for a new AFM if anyone has one or knows where I can source one at a reasonable price.

Holy moly!

Tempted to open mine up now just to check it

I have some here simon. Give me a shout

Simon I've got a brand new turbo AFM. PM if interested.

Cheers

Stuarft

Thanks for the offer Stuart , I would have had that of you but ordered a new one on sunday on its way from Germany from EbayDe, if it doesn't turn up I will be in touch .
Nick, decided it would be best to go for new as the old one lasted 30 years and 185,000 miles, a fair return for the cost.

OK no bother. I want £300 posted if need be which is what it cost me.

Good luck

Stuart

Finally got my refurbished mo30 suspension fitted the weekend looking very smart then attacked the oil cooler thermostat which was failing to open . Once the housing nut was undone ( more force needed than the crank bolt ! ) some corrosion could be seen on the slider stoping it moving . Must have happened when cleaning the housing with engine apart. Soon had it cleaned , moving and reassembled.
Then let the engine warm up on idle for a while before it stalled , thought nothing of it till I went to restart it and the starter made a horrible noise , checked starter which was ok, then attempted to turn engine over by hand , seized solid !! Slight panic , check alternator not seized and happen to put my hand on the belt cover which was hot to the touch in front of upper balance shaft housing . Removed covers , cut balance shaft belt (would be stretched anyway) and engine turns over by hand , relief , but upper balance shaft seized solid. This was rotating freely when engine put together with new bearings so have started strip engine to find the cause and replace shaft if necessary .
Another little project for the engine stand has been started. I want to reuse the 968 crank that had a mark on the rod journal after conrod let go on the first engine. After reading about these offset crank engines on rennlist, thought I would give it a go. It allows me to have the damaged journal ground down to use some forged Mitsubishi conrods as well as using ACL race bearings.
I did not want to use the spare s2 block and head I have in case it all goes wrong so bought a very cheap 2.5 16v engine which also gives me better cooling. The head has been refurbed with new guides and valve seats recut while the block is going to have mid sleeves fitted to allow these Ford 104.7mm to be fitted . They aren't perfect as they will be 2mm down the bore but the dish gives 8.5:1 c/r and allows the 16v head to work without getting the pistons flycut , and you cant complain about $300 for 8 2618 forged pistons . It should bring the capacity to just over 3.2 litres .