they are selling them and one person had his shipped so id assume they have pricing worked out.

 

was a typo i meant inlet hoses fresh air to turbos

 

Yeah I AM a little wary re the tune part, since even though it is a great racing engine tuner, experience with what is safe with a specific engine (in this case 996 TT) is a comforting factor that the established companies we know about here provide. I may actually let them do their job with the dyno as part of the exhaust package but may then actually run something from the established TT tuners to fit the specific turbo upgrade.

Also to set the goal clear, I am not shooting at excessing 600 fhp anytime soon, above that hp area these cars start to change their roadracing character and at 650 and up it is kinda ***** out (I have worked on and raced a couple from 670 up to 850) but driving style has to change enough at that point that it won't benefit my practice as much as I want to.

 

PMd them waiting for response.

Seems I am leaning towards a 16G due to extremely competitive pricing at this point but we'll see what they say re the billet.

Remember, anything that pushes near 600 fhp is going to make me very happy at this point.

Btw someone mentioned 95% duty cycle at full power on the injectors at this hp level, how's durability on that - just restricting to go for more power, or will it even become a problem?

Thx!!!

 

was a typo i meant inlet hoses fresh air to turbos

 

I wouldn't bother with or consider a boost controller. I personally think you're inviting trouble, and adding yet another level of complexity/failure. With UMW's setup and a few others, you let the OEM computer do the work and forget about it.

I'd also strongly consider intercoolers. My car loses power over the course of a warm summer day on track, even with X50 intercooler upgrade. I've talked to others who experience the same. Larger aftermarket intercoolers would certainly be a huge assist in this area!

As to the duty cycle question, I'm running between 93-95% and with the stock fuel system and a 5bar FPR over the last 2+ years of road course work, I've seen zero reliability issues. I don't think it's a concern, really.

I'm getting the GT2 conversion done as of this post, and hope to have my car back later this week so I can see how the upgraded trans, the LSD, and GT2 hydraulics work, along with the Porsche short shift kit all work together.

Mike

 

I understand the purpose and use of a boost controller since I used it for different areas and temperatures and track, however like Mike I'd leave it out of my Pcar. It WOULD be cool though to have the possibility to quickly OBDII-flash a tune for track or street (I've even seen some flashes that even have the option to pick tune via the cruise control or trip computer settings lever). Think it was UMW for 997C2S. Don't know if they have that for 996TT.

As for ICs I was hoping a GT2/X50 IC upgrade would be sufficient in most cases. CA and Nevada gets HOT in the summer. But say I go from 595 to 570hp on a really hot day, this is still ways better than running something like 500 or on a hot day 475.

Your duty cycle / injector "testing" sounds like great verification of durability. No risk they are getting congested haha. I won't touch these.

The OEM shortshift is great (I have this), to me it feels much much more accurate than a normal 996 stick and much easier to go from 2nd to 3rd even in bumpy cornering situations which sometimes can ask for a tenth or two of extra patience. Only thing to mind is caring about the synchros when dailying the car.

What upgrades are you doing to the trans, expect LSD and slave conversion?

 

My UMW controller has five tunes I can choose from and I'm guessing I could go with more if I send it back to Kevin, along with some Durametric log files:

OEM Basefile
A TRUE Valet File
93 Octane 1.0Bar Performance File *(stock exhaust tuned)
93 Octane 1.2Bar Performance File *(Free Flow exhaust Tunes)
100 Octane 1.2Bar Performance File

We're going with the 997TT mainshaft 1/2/3 gears and steel syncros in 3/4/5. I've also had the cases tapped for plumbing for a heat exchanger I'll run next season.

You'll definitely want a better intercooler.

Mike

 

I love that palette of tunes.

Oopps I get nightmares thinking about that heat exchanger... be sure you have zero tension and anchor the lines going into it as to not get any standing vibration frequencies causing the connecting pipes out of the exchanger to snap.

 

You think it would be better to go with an oil cooler instead? I haven't bought the parts for this last upgrade yet and could certainly make the switch!

Mike

 

I just know that at the 24H last time, this "tap" broke and ended our race, and nobody was REALLY surprised, although the component was a mounted brand new and is supposed to last the lifetime of the car, several teams said "that happens sometimes". We'll it ain't fun. A disclaimer - I am NOT sure if that was the heat exhanger for ENGINE or GEARBOX that broke, don't even know if these cars have a heat exchanger for the engine oil... Do a little research to get a correct picture, just dropping some info about something I've seen.

 

I have as well K16/24 zero clearance from UMW witch i am very happy with, I have a 5.0 BAR , DV, an Fabspeed exaust , but i was able to get 570HP max on the dyno, My turner think my exaust is too restrictive.
So now i geting a new exaust 76mn with NO cat + Injecteurs + Intake from UMW, hope fully we should able to reach 600 plus HP. If not the cause will be the turbos, I will post the graph as soon the car is finished .

This is my old graph

 

which exhaust did you have?

do you have upgraded inlet pipes for fresh air to the turbos?

what boost pressure were you at?

stock intercoolers ?

 

Exaust was Fabspeed with 200 cels cats
Stock intercooler yes
Boost 1.2 BAR on 98 octane europeen gas
Inlet pipes not sure what it is , this is what i just installed

 

ahh is the the Protomotive inlet hose kit?

that is what i was talking about earlier