redblockpowered
bad username length
- Joined
- May 5, 2015
- Location
- Swampscott, MA
The patient, awaiting surgery. Tape airbox has been present for an absolutely shameful amount of time. I bought the Skandix kit off of FCP (7x) as a part of the attention the car will be receiving over the next few days.
Getting the glue off of the lid will be a pain. This should be the last time the car runs with the 016 MAF. My nice rebuilt one I got from Craigslist (with a gold EZK, for $50 total ) is earmarked for my dad's 245. I bought a reman 012 MAF from James M on here, who deserves a strong recommendation. Thanks!
We made the bracket for the GFB G-Force 2's boost control solenoid in the garage from a little sheet, patterned after the stock MAF bracket. It's very tidy and one of my favorite details of the car. However I do still need to get some hardware for it so the solenoid isn't ziptied on. The large, more visible ziptie is for cable management.
The rubber intake hose came off of Gitnit240's 940 parts car after mine developed a hole you could stick your thumb in.
Looking a bit more brown and crusty than I'd have liked under the airbox. Safety glove protects the 13C from harm.
Engine bay side of the airbox has this snorkus capped off. Might be a neat 3D printing project to figure out a way to use it to draw in additional cool air.
Other side features this nozzle. Much debate was had over its purpose and flow characteristics with regard to power output. Eventually I did the math and found that a 46 mm hole, even with a discharge coefficient of 0.95 compared to the ~0.6 of a flat plate with a 70 mm hole in it, will only flow ~63% of the air that the larger one can at a given pressure drop.
So the purpose of the nozzle is unclear to me. Something about maintaining inlet air velocity? Noise reduction? Maybe someone smarter than me will chime in. Both holes are beyond adequate for stock power levels. Looking at the parts catalog, I see the more powerful B204FT does not use the cap/plug on the engine bay side of the airbox which tells me more flow than the fender inlet was needed for ~200 hp according to the factory.
Both the intake snorkus nozzle and the cap are easily removable in a reversible way so perhaps some practical testing is in order.
I left all the foam in there since I didn't see much potential for foam ingress into the engine and I'm not one for gratuitous turbo noises.
Next, the 13C came out. No problems with hardware, thankfully, but notice the wear on the CHRA and turbine wheel where excessive shaft play allowed for some self-clearancing. Still good for (more than, after I got rid of the T cam) 184 whp though.
I was a little uncomfortable with all the white on the exhaust side but further reading suggests this is only concerning if it's REALLY white.
Nothing too exciting going on in the turbine housing. A little melty near the wastegate seat and a little more white. I'd like to point out that the 15G conical housing is actually a 7cm^2 piece and not 6cm^2 like the 13C turbine housing. A mild flow improvement for what should be a mild upgrade.
And finally some fuel system upgrades to go with it. The pump is a Porsche K-Jet pump (0 280 580 967) and the regulator is a Porsche 944S 3.8 bar unit (0 280 160 263). Not pictured are Buick 3800 injectors (0 280 155 811). The extra fuel pressure is because that's where the injectors were designed to operate, and the injectors were picked because of their higher flow rate and spray pattern appropriate for a single intake valve.