944S2 16V Turbo Build

[Bergerac]

Things have slowed down a bit, I'm back to working out in the desert so I'm away for 2 weeks at a time ATM

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Ive finalised the plumbing in the engine bay to get the S2 engine running again. I had to clock the AOS outlet 60deg to clear the intake manifold.

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Fuel lines are finished, I need to reinstate the pump, flush the lines and set the base pressure.

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New motor is far as it can go until I can take parts off the S2 motor to complete it. I'm still tossing up what to do with the headers and cross over but the focus is on getting the car running and non-boost tuning done.

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[Bergerac]

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It's alive! I have so say I'm super impressed with the Link ECU, we transitioned from the Megasquirt to very good modelled d fuel NA base tune in a couple of hrs on the road. The change to sequential injection/ignition and E-throttle has made the car so much smoother and nicer to drive, though the new harness may have helped with that.

Unexpectedly he Hayward manifold seems to have improved the midrange, rather than shift the power band up. That's by the seat of my pants dyno though, it also sounds amazing.

We will be pulling the S2 motor in September, along with;
-968T engine in
-Upgrade fuel pump/filter/rear soft lines.
-Custom headers/crossover, Tial wastegate and tie into Fabspeed exhaust
- Custom intake piping/Tial BOV
-TT refresh
-Transaxle refresh/OS Giken LSD/urethane filled mount.
-Break in, low boost street tune and dyno

[Thom]

Good to hear, happy for you. Yes the Link software is very flexible and easy to use. It will be interesting to compare the VE map of the stock S2 engine with the one of the new engine.
Are you using knock control already?

[SirLapsalot]

PXL_20240717_072038820.jpg

It's alive! I have so say I'm super impressed with the Link ECU, we transitioned from the Megasquirt to very good modelled d fuel NA base tune in a couple of hrs on the road. The change to sequential injection/ignition and E-throttle has made the car so much smoother and nicer to drive, though the new harness may have helped with that.

Unexpectedly he Hayward manifold seems to have improved the midrange, rather than shift the power band up. That's by the seat of my pants dyno though, it also sounds amazing.

We will be pulling the S2 motor in September, along with;
-968T engine in
-Upgrade fuel pump/filter/rear soft lines.
-Custom headers/crossover, Tial wastegate and tie into Fabspeed exhaust
- Custom intake piping/Tial BOV
-TT refresh
-Transaxle refresh/OS Giken LSD/urethane filled mount.
-Break in, low boost street tune and dyno

Congrats.

I agree, the Link is very impressive. I don't think anything else on the market in that price range comes close! One unique, super slick, feature I don't think anybody currently else has except maybe motec is the charge temp approximation table. If you decide to use this over only the IAT compensation table (recommended) then make sure you do it early! I mistakenly saved it for last and had to go back and re-do things. Use the help function to understand how it works and how to calibrate it. Took me a few hours to dial in but well worth it IMO.

[Bergerac]

Good to hear, happy for you. Yes the Link software is very flexible and easy to use. It will be interesting to compare the VE map of the stock S2 engine with the one of the new engine.
Are you using knock control already?

Ill keep a copy of the pre turbo map and share the data. I've just gone through and roughed in my boost map based on %VE change per 20kpa and % change in AFR target so it will be interesting to see how close this was.

I started setting up knock control this week but I needed someone to drive so I could dial in some timing and confirm it worked. Did you find a specific frequency worked best on these engines? The calc came out at 5.5khz but I may try 11khz and see if the 2nd harmonic works better.

Congrats.

I agree, the Link is very impressive. I don't think anything else on the market in that price range comes close! One unique, super slick, feature I don't think anybody currently else has except maybe motec is the charge temp approximation table. If you decide to use this over only the IAT compensation table (recommended) then make sure you do it early! I mistakenly saved it for last and had to go back and re-do things. Use the help function to understand how it works and how to calibrate it. Took me a few hours to dial in but well worth it IMO.

I'm using modelled fuel mode so charge Temp is not optional like it is in Traditional Fuel mode. I have done some work on it but I've had a hard time getting the IAT to rise a significant amount to dial it in anywhere except heat soaked at idle. I may have to duct in some hot air from around the headers but I get the impression it's best setup on a dyno.

This temp setup is very good at pulling in cold air

PXL_20240618_023416338.jpg (1.8 MiB) Viewed 242 times

[Thom]

Did you find a specific frequency worked best on these engines? The calc came out at 5.5khz but I may try 11khz and see if the 2nd harmonic works better.

Sorry to say I never looked into this. The J&S Safeguard does everything by itself.

[SirLapsalot]

Good to hear, happy for you. Yes the Link software is very flexible and easy to use. It will be interesting to compare the VE map of the stock S2 engine with the one of the new engine.
Are you using knock control already?

Ill keep a copy of the pre turbo map and share the data. I've just gone through and roughed in my boost map based on %VE change per 20kpa and % change in AFR target so it will be interesting to see how close this was.

I started setting up knock control this week but I needed someone to drive so I could dial in some timing and confirm it worked. Did you find a specific frequency worked best on these engines? The calc came out at 5.5khz but I may try 11khz and see if the 2nd harmonic works better.

Congrats.

I agree, the Link is very impressive. I don't think anything else on the market in that price range comes close! One unique, super slick, feature I don't think anybody currently else has except maybe motec is the charge temp approximation table. If you decide to use this over only the IAT compensation table (recommended) then make sure you do it early! I mistakenly saved it for last and had to go back and re-do things. Use the help function to understand how it works and how to calibrate it. Took me a few hours to dial in but well worth it IMO.

I'm using modelled fuel mode so charge Temp is not optional like it is in Traditional Fuel mode. I have done some work on it but I've had a hard time getting the IAT to rise a significant amount to dial it in anywhere except heat soaked at idle. I may have to duct in some hot air from around the headers but I get the impression it's best setup on a dyno.

This temp setup is very good at pulling in cold air
PXL_20240618_023416338.jpg

Charge temp is always optional in modelled... it's just set to 0 when not used. In which case only your IAT table is used.

Yes, definitely best calibrated on the dyno. I moved the duct to the fan in front of the dyno for cool air and onto the headers for hot air like you mentioned. Then used the hood open vs. closed to vary the coolant temp. Takes some patience but worked pretty well.

[SirLapsalot]

I started setting up knock control this week but I needed someone to drive so I could dial in some timing and confirm it worked. Did you find a specific frequency worked best on these engines? The calc came out at 5.5khz but I may try 11khz and see if the 2nd harmonic works better.

It's another $500, but if you purchase the Link Knock Block you can use the built in frequency analysis function to find your engines exact knock frequency. Arguably shouldn't be tuning an engine without listening for knock anyway, so it's an easy sell if you already have a Link ECU!