I also prefer the 2.0-litres. The 2.8 has pretty meaty torque low down in the rev range, no traction control and pretty skinny and small tyres. I remember driving a 2.8 auto LHD one as my first Ghibli II experience in a downpour, and felt like I had to have wipers on the side windows.
Yeah you can cover some mileage here in France that's for sure it's easy to do a 1000 kilometers in a day as I've done it more than once and the last time was in my 36 years old Renault 4.
I built a 2.5 ghibli gt 97 with maxxecu for the engine management. CR is 8.5:1 so 300Nm of torque from 2500 rpm and 500Nm max. Connected ABS sensors to maxxecu to have traction control. The TC is difficult to activate on dry, on wet it happens if you insist a bit. But I've got the excellent AS Motorsport coilovers and good 17" tires. 245 is a small tire ?
How much power did you get woth the Max ECU? Was it difficult to calibrate? Honestly, I find a 5-speed quicker in accelleration because with a 2,8, it has enough torque. The 2,0 needs the 6 gears.
I hadn't thought about this before, but it seems to make sense.
370hp and 500nm. But it has nothing to do with the ecu, it's a number of modifications I made to the 2.0 ghibli engine to get a 2.5 version.
This is really interesting! I have had a couple of Ghibli II cars and a 222 4v. + a 3200 GT. Later a 4200 too which also was amazing. The 2,0 6-speed is fun, but lack the pure torque of the 2,8. I feel the very oversquare bore/stroke on these engines should be possible to make the engine into a very high rev engine like the Modena Performance 8000 rpm. tune for the 2,0... However i always wanted the turbo whisstle of the 3200 with rollerbearing turbos in the Ghibli (the non- roller bearing turbos are too quiet). It seems like you have everything in one package there! Must be a fun car. Post some pictures if you like. I just sold my 228 together with a 430 4v. engine to go into it so it becomes a "228 4v." soon with a 340 hp. chip made by an Italian mechanic who lived here in Norway before he passed away. This chip is so far in my buddy's 222 4v. which goes like the devil and we will copy it to put it into the 228 4v....370hp and 500nm. But it has nothing to do with the ecu, it's a number of modifications I made to the 2.0 ghibli engine to get a 2.5 version.
It's there:
Hi,
I finished my modified 24v engine and went to dyno.
Originally it's a 97 2.0 GT
It's a 2.5 24v based on the 2.0 24v qp4 block (means same conrods as in ghibli and v8) with modified 24v heads and now 3200gt turbos. I tried bigger hybrid rhb5 (ghibli) turbos (made by a specialized store), but they started smoking after 300km so I gave up on them.
- CR 8.5:1
- 91.5 x 63
- stock 2.5 cast liners, nikasil coated
- intake ports enlarged from 21.5/22 to 23.5mm diameter
- stock valves (30 / 27.5), small
- stiffer valve springs
- enlarged Y join piece ahead the throttle
- all the...
Was it difficult to tune ? No, but I've never had engines more difficult to tune than others. It's always the same. It's a matter of few hours on the road to decently tune an engine. It takes 10 times more (days of work) to have a smooth engine with a clean idle and low CO level, that starts well at any ambient temperature, that's easy to drive in traffic jams, that has smooth transients without an excessive consumption. Traction control is difficult to tune when wheels don't want to slip.
The huge benefit from maxxecu is their incredible flexibility: you can build almost any kind of complex strategies. The knock control is a bit restrictive so I couldn't make independent per-cylinder knock control like all stock engines do today.
I found the 6 speed gearbox totally useless on this 2.5 ghibli because the ratios are too short. I replaced the stock 3.45 diff with a longer 3200 3.25 one, it's slightly better. And 130km/h @3200rpm in 6th. Next time I'll use a 3200 gearbox that has longer ratios.
My 222e (2.8 18v) is much better with its stock zf5 and the stock diff. But it's a quite dangerous car, it's too torquey for its rear suspension.
