Waiting on software.

The car started up first time and even idled nicely, but with the stock ECU trying to account for all these changes (where's the MAF?), we obviously aren't going out for a test drive.

In a recent update we noted that we were still a bit undecided as far as engine management was concerned, but we're happy to say that we're going ahead with a third option (vs. the other two listed in the update). We're working with Tapp Auto in Ottawa, Canada and the plan is to develop a Eurodyne file specific to this particular build.

Tapp currently has the ECU and we're awaiting delivery back with a beta file to test. This will not be a quick process in that we will be working with Tapp in providing logs and recommending changes to the beta file. Once finalized, we have high hopes for an excellent outcome. Tapp/Eurodyne are well known for creating effective custom software solutions for hardcore applications like ours, and we've used them in the past with excellent results - MK1 TT GT3076R and Mk1 TT GT3076R Plus

We'll keep you updated on our progress and try to offer some behind the scenes peeks into what's involved in developing software capable of effectively operating this monster 3.2L turbo VR6.

Other projects have slowed our pace again, but we did manage to final-fit the intercooler and weld up all the piping. A test fit with the front bumper shows we have plenty of room. It's so nice to be able to fit these components without having to take a blade to the OE bodywork.

The car is almost ready to fire and after more research, we think we've settled on an engine management strategy.

Though it certainly didn't get there under its own power, we still figured it was worth flat-bedding the R32T to the annual FixxFest show at Bradenton Motorsport Park that took place October 18. We were a sponsor and vendor, so the R looked very nice front and center in our booth.

As the pictures indicate, we're almost ready to fire up the beast, but at this point we're still putting some thought into which direction we want to go with engine management. Delays have put us in a position where right now the most important thing is to get the car into the customer's hands so he can enjoy the fruits of all his patience. Under consideration is the choice between a stage one kind of strategy whereby OE/C2 Motorsports management is employed for now and then planning for a stage two session in which we tear apart the bottom end, add a stand-alone management system, and turn up the boost to ridiculous levels; or going ahead with a version of "stage two" right now. No doubt by the next update you'll know which direction this R32 is headed.

BTW, the last pic in this update offers a peek regarding the R's future new shoes.

Adrian has finished fabricating the short-runner intake manifold, so we're really making good progress now. The short-runner intake (SRI) is necessary as a replacement for the factory manifold because the OE manifold's plastic construction would not allow for the levels of boost we plan to run. And while the long runners and varying geometry of the stock manifold make for a nice horsepower-torque compromise in normally aspirated mode, with positive manifold pressure they will only serve to limit flow. With that in mind we have constructed a version of Adrian's Mk4 R32 SRI that incorporates a large plenum and shorter runners.