Superchip for an S3C
Discussion
been quoted to fit a superchip to my S3C trouble is someone has told me even though it will give an extra 12bhp it may give me some trouble as my 80,000 mile engine, in simple terms "may not take the strain as its not used to it". Now me having the technical and mechanical know how of a grape haven't got a clue.
Anyone out there fitted one or know of someone who has?
Whats the results? Any comments on the matter at all?
quote:
been quoted to fit a superchip to my S3C trouble is someone has told me even though it will give an extra 12bhp it may give me some trouble as my 80,000 mile engine, in simple terms "may not take the strain as its not used to it". Now me having the technical and mechanical know how of a grape haven't got a clue.
Anyone out there fitted one or know of someone who has?
Whats the results? Any comments on the matter at all?
If you manage to get more power out of it, the engine will generally have a harder time of it and things that might have been gently wearing out may be prone to failing faster. But it won't be particularly dramatic for the sort of changes you're looking at.
In fact I'm not at all sure the chip will give you any advantage. The 'ideal' map for the engine depends what car it is installed in (e.g. exhaust system vary between makes) as well as varying slightly from engine to engine. Plus car manufacturers tend to have to worry about cold-start emissions and so on rather than raw performance. You can get a generic Cologne V6 2.9 chip that might be slightly more aggressive than the OE chip, to suit a Ford Granada or whatever. Hard to say whether that will give similar benefits in a TVR though. If the chip is specially for a TVR S3c you stand a better chance of getting results since it might be a better match for the engine than the OE Ford chip. Even so you are unlikely to make any earth shattering improvements. If the chip is set up specifically for *your* S3C you stand the best chance of improving things as it can compensate for small differences between engines. At the end of the day I don't hold out much hope that you will get more than a few BHP out of it at best. For comparision, a 'Mark Adams' chip custom mapped for your individual car taking a 4.0 liter V8 from a 'range rover' tune to a sports car tune has a relatively big impact and typically gives around 5 bhp more peak power. This doesn't stack up with +12 BHP from a 2.9 generic chip.
Cheers,
Peter Humphries (and a green V8S)
They make no noticeable difference at all, the "off the shelf" Superchips are for automatic Scorpio's and not TVR's unless as Peter stated it is a personalised chip to suit your car.Your money would be better spent on a rising rate fuel pressure regulator (I have had both the chip and the regulator)
Cheers
LeeBee
Cheers
LeeBee
Heath guide to engine upgrades:
4 cylinders good, 6 cylinders better.
6 cylinders good, 8 cylinders better.
8 cylinders good, 8 bigger cylinders better.
8 bigger cylinders good...
8 throttle bodies and big big valves and gearbox, suspension, brakes, insurance better...
8 throttle bodies and big big valves and gearbox, suspension, brakes, insurance good...
four cylinder runabout better (as it is the only thing I can afford to drive).
I think that sums it up.
Steve
4 cylinders good, 6 cylinders better.
6 cylinders good, 8 cylinders better.
8 cylinders good, 8 bigger cylinders better.
8 bigger cylinders good...
8 throttle bodies and big big valves and gearbox, suspension, brakes, insurance better...
8 throttle bodies and big big valves and gearbox, suspension, brakes, insurance good...
four cylinder runabout better (as it is the only thing I can afford to drive).
I think that sums it up.
Steve
If you want to get more power from the 2.9 scorpio, the Superchip would probably not be the best way to go. To make throttle pickup more responsive, prise the black plastic cover off the top of the Airflow meters and release the spring which tensions the air vane. This mod lets the air vane open easier and the ECU recalculates the duration that the injectors fire for, giving it a slightly longer pulse. Also duct cold air from under the car to the front of the air filter. this really does make a difference!
If you really want to spend money, Charlie at CTM (Burton Power) will build a 2.9 V6 for approx £2,000 using standard injection but polishing and porting the head and using a mild cam which should push power at the flywheel to 195 - 200 BHP. Triple Webers will give approx 250 BHP. You could however go crazy and do a twin turbo conversion with a whopping 300 BHP! The chassis might object however as apparently it's only good for a maximum of 250 BHP. With this kind of power brakes (Rally Design) and suspension (Leda) will need looking into.
If you really want to spend money, Charlie at CTM (Burton Power) will build a 2.9 V6 for approx £2,000 using standard injection but polishing and porting the head and using a mild cam which should push power at the flywheel to 195 - 200 BHP. Triple Webers will give approx 250 BHP. You could however go crazy and do a twin turbo conversion with a whopping 300 BHP! The chassis might object however as apparently it's only good for a maximum of 250 BHP. With this kind of power brakes (Rally Design) and suspension (Leda) will need looking into.
Burton Power, Eastern Avenue, Ilford. Essex. Tel. 0208-554-2281 (Neil). Or visit www.burtonpower.com
Leda Suspension, Unit 1, Park Drive Industrial Estate, Braintree, Essex. Tel. 01376-326531 (Robin). Or visit www.leda.com
Rally Design, Units 8/10 North Quay, Upper Brents Industrial Estate, Faversham, Kent. Tel. 01795-531871.
Hope this helps!
Leda Suspension, Unit 1, Park Drive Industrial Estate, Braintree, Essex. Tel. 01376-326531 (Robin). Or visit www.leda.com
Rally Design, Units 8/10 North Quay, Upper Brents Industrial Estate, Faversham, Kent. Tel. 01795-531871.
Hope this helps!
quote:
To make throttle pickup more responsive, prise the black plastic cover off the top of the Airflow meters and release the spring which tensions the air vane. This mod lets the air vane open easier and the ECU recalculates the duration that the injectors fire for, giving it a slightly longer pulse.
Are we talking about the flap spring here or the spring which is bolted down that holds the toothed plastic disc in place?
PF
The toothed disc spring. Release it by 3 or 4 clicks then try the car. Don't go too loose as the air vane will remain partially open when coasting, due to air inlet pressure through the airflow meter. You will know if it is too loose as you will get a fast idle when the car is rolling in neutral at about 20 MPH.
Oh and remember to do it for both airflow meters. Unfortunately you need to remove the top one to get access to the bottom one but it's not that difficult. Only takes 1/2 hour or so.
If you also duct air to the front of the filter as well, remeber to duct it from as low as possible underneath the car as that air is colder and therefore more dense.
Oh and remember to do it for both airflow meters. Unfortunately you need to remove the top one to get access to the bottom one but it's not that difficult. Only takes 1/2 hour or so.
If you also duct air to the front of the filter as well, remeber to duct it from as low as possible underneath the car as that air is colder and therefore more dense.
Thanks for the info, I thought for a minute you were talking about the main flap spring (i.e the one that looks like it is from a clock!) and I wondered how it would work as the flap would ..well flap! with no spring pressure but I think I can see how it works now.I will give it a go
Thanks again
PF
Thanks again
PF
Mark,
the only way you would not have airflow meters is if you had a carb conversion. The EEC IV engine management will not allow the engine to even start without them.
The airflow meters are the large alloy blocks mounted vertically that the foam air filter is bolted to. The back of the airflow meters has the two black hoses attached which duct air to the plenum chamber.
Jas.
the only way you would not have airflow meters is if you had a carb conversion. The EEC IV engine management will not allow the engine to even start without them.
The airflow meters are the large alloy blocks mounted vertically that the foam air filter is bolted to. The back of the airflow meters has the two black hoses attached which duct air to the plenum chamber.
Jas.
The S3c does not actually have air flow meters at all. The airflow must be measured via an alternate method... unfortunately unknown to me and I can't find any mention of it in the S bible.
BTW Jas is your S2 standard in the engine and brakes department? Respect to you if you can do a lap of Goodwood sub 100s in a S2 from a standing start.
Regards,
Dave Red S3c
BTW Jas is your S2 standard in the engine and brakes department? Respect to you if you can do a lap of Goodwood sub 100s in a S2 from a standing start.
Regards,
Dave Red S3c
Sorry Dave, yep you are quite correct!
The catalytic converter uses a Lambda sensor to sniff the exhaust gas. This then adjusts the injector pulse to give the correct fuel / air mix ratio with a closed loop feedback system controlled by the ECU so of course the need for airflow meters ceases to exist!
I am still thinking in terms of 1980's technology.
I'll shut up now!
Jas.
The catalytic converter uses a Lambda sensor to sniff the exhaust gas. This then adjusts the injector pulse to give the correct fuel / air mix ratio with a closed loop feedback system controlled by the ECU so of course the need for airflow meters ceases to exist!
I am still thinking in terms of 1980's technology.
I'll shut up now!
Jas.
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