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jonttt
Long Beach


Joined: 20 Aug 2012
Posts: 6356
Location: Liverpool


PostPosted: Sat Aug 24, 2013 2:44 am    Post subject: 993 Remap Reply with quote

Wayne Schofield (Chip Wizards) Remap

Location Ninemeister Dyno - Warrington

What a great day for a petrol head Very Happy

Wayne had been recommended by a number of people to me including Strasse where I bought the car from so a couple of weeks ago I contacted him. I was warned that he is very busy and it was best to contact him via text.
He is using Ninemeisters dyno at the moment which suits me as its closer than his usualy base around Rochdale. Plus I was hoping to see some 9M projects in the flesh Very Happy

The day started with me trying to find 9M Question I thought I knew exatcly where it was having been to the karting track it is next to but after doing a U turn in a cattery I eventually found it around the back Embarassed

Wayne was waiting for me when I got there and the first job was to convert my car to 2 wheel drive for the Dyno. Not as big a job as it sounds and 15 minutes to get it on a lift and driveshaft split near the gearbox and I had a 2 wheel drive car.

The car was then put on the dyno and setup ready.

Its worth noting that I'm familiar with Dynos and remapping but by no means an expert.

It became obvious pretty quickly that this was a true "live" remap and not just a pre written map dumped on a chip.

Part of the prep was to remove the OEM management system from the car (under passenger seat) and put an emulator in its place.

Normally I'm used to a before dyno being ran first for comparison but Wayne explained he preferred to run the OEM dyno at the end for comparison that way the final remap and OEM map are ran under almost identical conditions (engine/tyre temps etc....) Nice to hear. Thats why you will see the OEM graph as the last run later.

First run and Wayne new something was not right. Peak HP was c265HP and it died off significantly at c6000 revs. He immediately checked the Varioram system and saw that it was not holding pressure. In effect the variable valves where not kicking in at higher revs and so the engine was not producing max power.

Now varioram is a new system to me and so Wayne demonstrated how it should work. Basically the engine is adjusted at higher revs by a lever which is driven via an air pressurised system. This system also switches the engine heating input between internal / external sources via a shared solonoid and diaphram.

Wayne identified 2 faults with my car. Firstly the solonoid was not working but to compound the problem the diaphram was leaking. So the end result was the temperature side of the system was open and to cause failure the diaphram leak caused the system to lose pressure and not work.

Apparently the diaphram is not an uncommon failure but the solonoid is. The good news was that these are the easiest components of the system to replace as they are both exposed in the engine bay.

The solution for the dyno run was to simply remove the small inlet hose to the solonoid and bung it. This emulated the solonoid being in the closed position and meant the engine side of the system retained pressure and activated the lever adjusting the engine.

The pic below shows the parts but with a 2nd hand solonoid 9M found for me fitted before I left. Its been left without power so that it does not open until the diaphram on the temperature side of the system is replaced.




Once Wayne had that sorted he could get to work on remapping. He started with a map he had done previously on a 993 C4S but explained no 2 cars are the same and he would tailor the map to my car.

He spent c3 hours working his magic .........








and the end result in graph form with some notes....




So what does the graph mean in the real world. Well I have to try and seperate having a working varioram from not and then the remap. I am working on the basis the varioram not working affected power delivery over c5,000 revs and effectively meant I was down 20HP. So obviously I should feel a surge in power over 6,000 revs even without the remap. Well I do so its hard for me to know how much of the is ultimately the extra c15HP I have ie I definately notice the varioram kicking in more that perhaps I would the extra 15HP the remap has given me. So thats all good in its own right ie by simply running the dyno it identified a problem which is easy to fix with great rewards.

However just as big a revelation is the driveability of the car. This is for 2 reason.....

1) the "dead spot" on the torque curve from low revs which manifests itself in the real world by the engine being slow to pick up if you press on in say second gear ie a hesitation if you floor it whilst its in this dead zone rev range. The graph shows it clearly and that Wayne has completely removed it and actually turned it into a sweet spot. The car definately feels a lot more urgent in second gear.

2) in traffic driving the car is soooo much smoother. Prior to the remap my car used to "hunt" quite a bit at idle and was a little "lumpy" in traffic. I had actually put this down to a dirty Idle Control Valve (ICV) which is on my winter list of things to do. However Wayne explained to me that as the revs drop to idle the ignition (fueling) is switched off. As the revs drop fuel is applied just prior to the ICV stopping the car from stalling. This transition from no fuel to fuel and ICV kicking in causes the engine to feel "lumpy" in traffic. Wayne adjusts the point at which the fueling restarts to higher up the rev range so the transition is smoother. You can really feel the difference in traffic and the engine now does not "hunt" at all at idle.

So how would I sum the remap up.....

- Wayne is a top chap to talk to
- a live remap tailored to your car for £400 (I think its slightly cheaper for a 2 wheel drive as less setting up time) is a bargain
- the drive of the car is transformed. Albeit some down to fault correction but the improved driveability is all down to the remap

Would I recommend anyone with a 993 to let Wayne loose on it for a few hours, damn right I would Thumb

I am one happy camper but it really does beg the question why Porsche could not do this from the factory Dont know

ps I wonder how many variorams are out there with the varioram not working Dont know

For those who want to contact him, text +44 7874 328306. worship

oh and here is the original EPROM which would be a 10 min job to plug back in and convert back to OEM mapping at any time (stuck on sone foam backing) Bandit


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Last edited by jonttt on Sat Aug 24, 2013 3:20 am; edited 2 times in total
 
  
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jonttt
Long Beach


Joined: 20 Aug 2012
Posts: 6356
Location: Liverpool


PostPosted: Sat Aug 24, 2013 3:10 am    Post subject: Reply with quote

So how about my day at NineMeister......

Well anyone who has read their project build threads on here and rennlist would know why I was hoping to see some projects and they did not disappoint.

However those eagle eyed of you may have noticed next to the dyno above was one of 26 (I think) RHD 993 turbo S. My very first one in the flesh Very Happy




However Surprised ......




scratch one 993 Turbo S Sad

a 50,000 mile minter Sad

The story........ guesswork from damage, clipped nearside front wheel (chunk out of alloy) resulting in head on with an immovable object. Some force as the gearbox was cracked and sunroof popped.

However the guys reckoned it had been salvageable but the job had been started and botched by someone. Story was the owner had been paid out c£110,000 and wanted to buy it back. Garage started work and realised it was a bigger job than they perhaps first thought and costs esculated probably to the point they pi$$ed off the assessor and he threw his toys out. End result is 9M are stripping it but have to return the chassis for destruction PC

So there was a nice pile of as new full leather sports seats (heated) and trim on the floor destined for America. They had only got the car in a day or so before so interior was still being stripped. Full interior carbon was still in place...




What a sad sight but good to know the driver was OK

I think its fair to say that 3 hours of intensive inspection by me I know my turbo S's inside out now. It was an interesting side by side comparison as it was exactly the same colour spec as mine (arctic silver with midnight blue interior). For example the door speaker grills are slightly different and it had blue knobs / heater unit whereas mine are black. It made me realise that mine really is two tone in comparison.

Oh and the engine is destined for a GT2 replica, the shell was next door Thumb
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berni29
Watkins Glen


Joined: 24 Oct 2009
Posts: 2195
Location: Kent


PostPosted: Sat Aug 24, 2013 3:15 am    Post subject: Reply with quote

Hi

Thank you very much for taking the time to do his write up. A visit to Wayne is on my list for sure. I have a cheap generic chip in my car and it made a significant improvement to the drivability of the car at low speed, but it is not the same sort of thing as a proper remap.

Berni
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Herer
Monza


Joined: 03 Apr 2011
Posts: 178
Location: Cotswolds

1996 Porsche 993 Targa

PostPosted: Sat Aug 24, 2013 7:36 am    Post subject: Reply with quote

Pleased to hear you had as good a day as i did there ; seeing all the stuff 9m are doing, talking to Wayne as he's a really top bloke, and then drive away with an even sweeter 993. thumbsup
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Zingari
Brands Hatch
Brands Hatch


Joined: 25 Oct 2009
Posts: 13019
Location: Cheshire

1993 Porsche 964 Anniversary

PostPosted: Sat Aug 24, 2013 9:12 am    Post subject: Reply with quote

Good work Jon Thumb I need to get to the bottom of mine as 9m are believed to have done a power upgrade on it in 2006 according to previous comment from an owner.

(BTW do you need a new spoiler curtain as the first vide clip looks like it's split so not directing air into the engine bay Dont know Get Me Coat )
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dommorton
Zolder


Joined: 16 Mar 2008
Posts: 5062


1998 Porsche 993 Carrera 4S

PostPosted: Sat Aug 24, 2013 10:02 am    Post subject: Reply with quote

Nice one.

The extra blue bits in the poorly Turbo S are exclusive options. You could have all the switches, vents and door speaker grills covered in thin leather for a little extra ££

Great shame it's ended up the way it has.

With regards non working Vram. Mine was inop too. I discovered I wasn't getting the usual clunk as I turned the ignition on and had to investigate.

When you first switch on the ignition (so long as there is vacuum in the tank) the Vram solenoids are cycled and all actuators suck in and stay there until you start the car. They then relax to be later actuated again when you're over the trigger rpm around 5,000 or over half throttle.

Mine had one duff actuator on top left inlet manifold which was not holding pressure, and a duff solenoid on the resonance flap under the manifold.

I replaced both and the system sprang back in to life and the car feels a lot livelier at high revs as a result.

The actuator and solenoid in your pics is for the changeover flap in the intake. This isn't directly related to the Vram system and is apparently only present to stop fumes entering the cabin when reversing. Many are inop and mine too needed a new solenoid to bring it back to life. The solenoid is activated when the rear blower is on and the car is not in reverse. If either blower goes off or reverse selected it turns off so air is not drawn in to the car from the spoiler area.

I'd say failure of these solenoids is pretty common. Both my cars have had dead ones (this car had 2) and my OPC keeps them in stock. The same one is used in Boxsters, 996 and 997's.

Here's a nice basic outline of the Vram operation which helped me understand it:





A: below 5000 rpm: long pipes; resonance intake disabled.

B: 5000-5800 rpm: long pipes plus short-pipe resonance intake, with one interconnected pipe of the resonance intake closed.

C: above 5800 rpm: long pipes plus short-pipe resonance intake, with both interconnected pipes of the resonance intake opened.
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Last edited by dommorton on Sat Aug 24, 2013 10:03 am; edited 1 time in total
 
  
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jonttt
Long Beach


Joined: 20 Aug 2012
Posts: 6356
Location: Liverpool


PostPosted: Sat Aug 24, 2013 10:03 am    Post subject: Reply with quote

Zingari wrote:


(BTW do you need a new spoiler curtain as the first vide clip looks like it's split so not directing air into the engine bay Dont know Get Me Coat )


Yep I do Thumb

There is a new one sat in my office waiting to be fitted with the colour coded grill Very Happy
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mohitos
Barcelona


Joined: 10 Jul 2012
Posts: 1420
Location: London


PostPosted: Sat Aug 24, 2013 10:08 am    Post subject: Reply with quote

That is a fantastic result Jonttt and money really well spent. You must be chuffed.

I wonder if there's anyone known for doing this sort of thing further south ?
 
  
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jonttt
Long Beach


Joined: 20 Aug 2012
Posts: 6356
Location: Liverpool


PostPosted: Sat Aug 24, 2013 10:17 am    Post subject: Reply with quote

Dom the way I understand it the solenoid that failed in mine would not usually cause the variorum to be inoperative ie it would just mean the heating airflow being switched permanently. However du to the faulty diaphragm on that side of the solenoid it meant the pressurised system had a leak and hence both sides would not work.

Now a working solenoid is in place but disconnected the variorum side of the pressurised system retains pressure as the leaking diaphragm is excluded from the system.

It was interesting seeing the system checked manually by simply removing pipes and blocking them. On removal you could blow through the faulty solenoid showing it was permanently open as it should be in the closed position when not switched. Luckily these are dead easy to get to / check. The solenoid which went on yours is not as accessible.

So I just need to order a new diaphragm unit and its a DIY swap over.

Ps makes sense now re the turbo S colour coding and why someone from the USA is prepared to pay through the nose for the turbo S exclusive option.
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dommorton
Zolder


Joined: 16 Mar 2008
Posts: 5062


1998 Porsche 993 Carrera 4S

PostPosted: Sat Aug 24, 2013 10:24 am    Post subject: Reply with quote

That is unusual as even with a leaky actuator on the change over flap, you would only get a leak when it's active.

I guess that means your Vram suffered whenever your rear blower was on.

The resonance flap solenoid isn't too hard to access once you have the blower assembly out of the way.

That actuator I changed on top of the manifold was a bit of a tricky begger to change. Not difficult, but I high chance of the screws falling in to the abyss.
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jonttt
Long Beach


Joined: 20 Aug 2012
Posts: 6356
Location: Liverpool


PostPosted: Sat Aug 24, 2013 10:36 am    Post subject: Reply with quote

mohitos wrote:
That is a fantastic result Jonttt and money really well spent. You must be chuffed.

I wonder if there's anyone known for doing this sort of thing further south ?


There will be people who can drop a pre written map in or chips you can buy to replace yourself but a live remap customised to your car needs someone who understands how a 993 (especially variorum) works and for sample how the fuelling is switched on / off on a twin spark ignition system. It is a complex interrelationship which needs yeas of working on these cars. A default remap dropped into my car would not have solved the none working varioram on my car.

It's obvious talking to Wayne this is bread and butter to him. He diagnosed both faults within 1 minute of the first dyno run and bypassed the system in 30 seconds.

Worth a day trip to Warrington combined with an overnight stay in Liverpool in my book.

Wayne preps a lot of the 993 race cars in the uk Wink
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jonttt
Long Beach


Joined: 20 Aug 2012
Posts: 6356
Location: Liverpool


PostPosted: Sat Aug 24, 2013 10:45 am    Post subject: Reply with quote

dommorton wrote:
That is unusual as even with a leaky actuator on the change over flap, you would only get a leak when it's active.


The problem was the faulty solenoid stuck open meant it was active permanently meaning the leak was part of the pressurised system.
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dommorton
Zolder


Joined: 16 Mar 2008
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1998 Porsche 993 Carrera 4S

PostPosted: Sat Aug 24, 2013 10:53 am    Post subject: Reply with quote

Ah ok. All the failed ones I've had were stuck shut and sealed refusing to pass air.
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Richyd
Watkins Glen


Joined: 04 Feb 2011
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Location: Sunny Tunny Wells


PostPosted: Sat Aug 24, 2013 11:03 am    Post subject: Reply with quote

I spoke with Wayne a few months ago, and for those of us stuck down south the good news is he is trying to sort out a dyno down here, so he can come down for a few days and a few in one sitting. He just needs a little more demand from us southerners to make it worth his whole to book a dyno for 3 or 4 days.

Anyone interested should contact him and reference his chat with me (richard)

Ta
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jonttt
Long Beach


Joined: 20 Aug 2012
Posts: 6356
Location: Liverpool


PostPosted: Sat Aug 24, 2013 11:04 am    Post subject: Reply with quote

Yep failed open as you could blow through when removed.
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RobIpswichUK
Watkins Glen


Joined: 27 Aug 2010
Posts: 2030
Location: Ipswich (at a guess!)

1994 Porsche 993 Carrera 2

PostPosted: Sat Aug 24, 2013 12:14 pm    Post subject: Reply with quote

Richyd wrote:
I spoke with Wayne a few months ago, and for those of us stuck down south the good news is he is trying to sort out a dyno down here, so he can come down for a few days and a few in one sitting. He just needs a little more demand from us southerners to make it worth his whole to book a dyno for 3 or 4 days.

Anyone interested should contact him and reference his chat with me (richard)

Ta


I'd be in for that Rich.
These people wouldn't be too far away from the general southern contingent if we can get a group of people together www.surreyrollingroad.co.uk
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RobIpswichUK
Watkins Glen


Joined: 27 Aug 2010
Posts: 2030
Location: Ipswich (at a guess!)

1994 Porsche 993 Carrera 2

PostPosted: Sat Aug 24, 2013 12:15 pm    Post subject: Reply with quote

Worth a new thread??
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'94 C2 Iris Blue (+ White Stripes!) Cup 2's, Big Ovals, FSD's/Eibach, OMP Strut Brace, 200 Cell Powerspeed Cats, 1.75" Hollamby Exhaust bypass, Carnewal FPB.
Mercedes SL (R230 lowered + AMG wheels)
Range Rover Sport V8 (L320 chipped)
TT Roadster (standard - wife’s daily!)
W211 E320CDI Barge (must not forget - NEED TO SELL!)
E91 320d SE Touring (must not forget - NEED TO SELL!)
 
  
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Herer
Monza


Joined: 03 Apr 2011
Posts: 178
Location: Cotswolds

1996 Porsche 993 Targa

PostPosted: Sat Aug 24, 2013 12:29 pm    Post subject: Reply with quote

jonttt wrote:
It's obvious talking to Wayne this is bread and butter to him. He diagnosed both faults within 1 minute of the first dyno run and bypassed the system in 30 seconds.

Worth a day trip to Warrington combined with an overnight stay in Liverpool in my book.

Wayne preps a lot of the 993 race cars in the uk Wink


^^ What he said. The other thing to mention is that the 9m dyno is *specifically designed for air cooled 911s*. They have cooling in precisely the right place for the location of our motors, and another dyno may be designed for the more typical layouts; water cooled rads at the front of the car and air flow located accordingly.
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mohitos
Barcelona


Joined: 10 Jul 2012
Posts: 1420
Location: London


PostPosted: Sat Aug 24, 2013 2:12 pm    Post subject: Reply with quote

Richyd wrote:
I spoke with Wayne a few months ago, and for those of us stuck down south the good news is he is trying to sort out a dyno down here, so he can come down for a few days and a few in one sitting. He just needs a little more demand from us southerners to make it worth his whole to book a dyno for 3 or 4 days.

Anyone interested should contact him and reference his chat with me (richard)

Ta


I'd be up for that immediately on my 968 Club Sport (varioram) and again when I eventually buy a 993!
 
  
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highway
Kyalami


Joined: 08 Nov 2007
Posts: 1750



PostPosted: Sat Aug 24, 2013 7:18 pm    Post subject: Reply with quote

Assuming he's doing a group boy what's the proposed costing... £275 per car? It's what, 2-3 hours per car?
 
  
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