cover glas blasting:
phI parts removed:
just combined with belt change etc.:
belt with phII camshafts assembled:
wires modified (for the conversion to phII not essential):
wire re-routed / lower intake + ventilation pipes phII mounted:
middle intake + fuel parts phII mounted:
upper intake + throttle + various parts + air filter box phII mounted:
the trophy exhaust is to come. modified for the street:
trophy catalysts adapted / the entire exhaust stays in two pipes:
all lambda connections appropriate:
all lambda connections in the original cable harness newly relocated.
now all four lambda-connections are behind the engine:
the moving pipes with the connections to measure during the mapping:
pipe cyl. 1-3:
pipe cyl. 4-6:
if the silencer is mounted, the catalysts will be straight:
silencer completed / glas blasted / polished / new stickers:
power steering fully expanded:
it comes instead of the mechanically driven by the engine, an electro-hydraulic pump next to the steering to use:
just short of oil pipelines, no mechanical propulsion of the engine, etc...
the engine panels mounted. he panels phI / phII are identical:
the electric servo pump and lines fitted:
new bracket for more relays and fuses will be mounted:
new relay bracket and fuse bracket with more slots mounted:
relay electric servo pump: purple (upper / smal)
fuse electric servo pump: blue 60A (lowest / green slot)
original cover mounted / still fits:
atf poured in / function control - o.k.:
case mounted / still fits:
shorter belt mounted:
ecu mapping completed:
270,64 PS / 199 kW / 310 Nm with 98 octane.
with 100 octane would be safe 275 hp possible
the "corner" comes from the camshaft adjustment.
on the chart, it looks worse than it is.
on the road, there's nothing to feel about this. pulls cleanly through to 7300 rpm.
the ecu installed.
and I've modified the lid, because the chip will remain with the socket installed: