Thanks for the kind words Randy. One more step up in performance coming right up!
Tick Tock I know. You have created a nice plan and great progression. Pin point goals, I love it. It will be a fun car. Getting close.

 

When's Rick sending in his "P-Car" for the upgrades?

Shoot me a txt / give me a call / whatever. You've been too busy lately, haven't heard from you!

 

Thanks Sam. We all were learning as we went along. We definitely had a
game plan and very specific goals regarding certain aspects of the build.


We didn't want to exceed 800 whp and we didn't want to be dependent on

race fuel to make the power. We wanted a car that could put down the

power and be driven daily. The idea was to minimize lag and wheelspin.

And we wanted more than a straight line dragster, but we insisted that it

would do that well, too. Lol we wanted our cake and eat it too. With a 3.33

hp to weight ratio, I think we may come close!

Giant turbos were out of the question! The 3071s came up short and the

3076s were just a little too bulky for our purposes. The 3073s pump out

55lbs per minute and they spool faster then the 3076s. At 1.8 bar we should

make 800-825 whp ( 900-950 hp) Relatively speaking, that's like making

1020- 1100 hp in a 3400 lb car.

1st, 2nd and 3rd gears are 997 gt2, much stronger and about 20 mph taller

at 7200 rpm. Of course mainshaft is 997 gt2. add the cms billet side cover

and erp triple disk and we're safe!


Evoms just broke the turbo record with a ProEfi car and Powell broke the

996 TT record with a ProEfi.

There really wasn't a logical reason to not go with the e85 conversion.

The 3.8 liter conversion wasn't necessary but as they say, there's no

replacement for displacement and after all, who couldn't use another

35-50 solid torque and hp in the low and mid range.

The engine is built, of course, w/ Pauter rods, raceware studs etc...

and the heads were mildly ported. No real reason to address cams or

major headwork if we didn't exceed 900 hp.

I retained the SpeedTech Y pipe and it now has a pair of Tial 50mm

BOVs attached. We kept the 74mm IPD plenum / TB and the 3.5 inch

intercooler from 911 tuning. The plumbing is hard piped all the way to the

ICs and a basic fenderwell setup is in place.


Fred even consulted Mr. Brombacher in Germany and we poured over

threads from 6speed. Fred knows these cars inside and out but he isn't

too proud to ask questions. He's a humble guy and that means he's

teachable. People who don't admit fault worry me.


You were a HUGE part of it Sam, Thanks!

ps. how's your house coming?

 

I think your car will be done first lol. Getting there thanks.

 

I'm going downstairs and eat a couple pop sickles and I'll call you in about 15


Rick doesn't have a P-car. He has a Panamera Turbo.

He was like, " It's fast! Drive it....tell me what you think."

It's an amazing feat of engineering but.......nope. My xfr jaguar

was almost as fast and it cost 82k not 160k. Dear God for 160k

I'd buy a low mile 997 gt2 and do some work on it.

He will eventually do ecu and exhaust but that'll be it. He's not like us,

he's sane

 

Randy I don't think Powell ever got around to running the pro efi on his car, he had some other sort of standalone/ piggyback when his car was running, he was going to run pro efi now but instead is running the syvecs which everyone is praising .

 

Chris told me he tuned a ProEfi system on Powells car! He mentioned that

Powell had pulled some unused portion of the harness and inadvertently

disconnected some wires that caused issues!


This kid is apparently all over the country tuning all sorts of engine

management systems and he may have been mistaken about Powells

car. He tuned the crazy Hennessy Viper that was all over the internet

that did 0-200 in 14 seconds or so! He said that was a ProEfi setup.


I considered the Syvecs but I didn't buy it for personal reasons. I've heard

mostly good stuff about the ProEfi but I've heard some bad stuff as well.

Tim isn't a fan and that was a little disturbing. He went with motec and

you gotta agree, motec has a long and prosperous record.


Worst thing can happen is the ProEfi won't work and if we can't make it

work, I'll let you fellows know and hopefully we'll save the next guy some

heartache.


All this stuff reminds me of the Pharmaceutical industry. Even if it works,

you might end up growing a ***** out of your forehead 10 years from

now! We're all kinda pioneering these crazy high horsepower Porsches

with aftermarket engine management systems and e85 conversions. All

we can do is learn and pass it on to the next generation of idiots

 

And if you have any insight into the ProEfi sytem, good or bad, please let

me know! We are just going on a handful of people. I can't say that I know

a single one of them personally.


We've researched as best we could but this is a really grey area. A lot of

guys running aftermarket ems are running huge horsepower. Reliability

issues and breaking stuff seems to come with the territory. It's hard to

get a straight story that isolates the ems from all the other stuff that can

go wrong or break!

 

the cost is apples to oranges randy. most folks simply say porsche isnt a drag car. the reality is ANY car can be a drag car its how much money your willing to put into it to get it there.

cory as soon as you hear the kit is finished please let me know. i have been asking the shop for a prefit kit to install in mine for a few weeks and could use this before my half mile run in sept

 

i think you will be surprised with how much wheelspin you have.

At 800 whp on A30s my car had nothing but wheel spin in 1-2-3.... on MT drag radials. Those gears will help alot though. I've been wanting to do ProEfi for some time now, cutious how it goes. Using ProEfi I would have actually set the pumps a little different.

 

A couple of the promo videos showed a reduction but not an elimination

in wheelspin. One of the videos showed a 100+ fT burnout vs. 20 ft

burnout on a hard launch. And yep, you can stage the fuel pumps on

this system. I'll keep you posted on the results of the system overall.

 

Well, I agree. Any car can be a drag car but of necessity, you have to

consider cost vs. benefit. This is the universal equation for all of business,

medicine and general common sense. To get a porsche into the low 10s

will cost a minimum of 25k. That includes getting it there relatively safe

and reliably. To hit the 9s will be double that and you still might not get it.

Building a Porsche for the drag strip is like doing a very expensive

remodeling on a house in a high crime ghetto area of town. Sure, you can

do it, but why would you?

 

Cory, give me a heads up on that kit too please.

Steve (krazygay32) and I are going to the Georgia half mile in Sept

and I'm gonna need it!

 

Will do guys Marco is just making sure all the parts are ready.

 

Randy, can't wait to see this setup out and kicking ***!

I'll clarify on some of the things brought up with my experience.

All of my major numbers were done on a proprietary HKS Fcon vPro setup wired in by Justin Nenni (Tuning Concepts) that I ran from a few months after I first got my 840rwhp (on stock DME tuned by EPL) setup. We continued with it on the built motor and made 1040rwhp on E85 with it. When I had a head gasket let go at 1150rwhp on C85 there was a joint decision between Justin, Matt (my brother) and I that we need a more intrusive system that would give us throttle control, etc.

Move forward to the ProEFI. We had just purchased one for Matt's 2JZ Datsun build and we said well hell lets go ahead and go this route. I purchased the 996TT Harness, 6x HO Coils and a bunch of other goodies. This is where things did go south because during my thought process of what we really needed vs what I thought we really needed I made some purchases. The result was a wiring nightmare, lots of harness modifications, etc. There were problems at the beginning that were just finding out the 01-02 and 03-05 Turbos have a tiny bit difference on wiring. Then we ran into problems with our stock harness where we cut out to much. We chased problems left and right with it. Finally we let it sit for about a month or two and I decided to buy a stock engine wiring harness. We decided if we were going to keep the ProEFI I was going to need to buy a new harness for that as well and follow their guide and just use stock sensors and their igniters. I then had the thought of saying screw it and go back to my fCon setup since it worked at 1040rwhp. Also thought about doing the Motec M600 or M800 with a CDI setup, but just was not cost effective in the end.

I ended up going with the Syvecs because of removal of the stock ECU. If I continued with the ProEFI like I said I needed a new harness (we butchered most of it), need other pieces for it and I would eventually have to buy another ProEFI 128 to give my brother. So I was going to have to spend a nice chunk of change regardless.

Jason is a very good guy to deal with and has been very helpful. Chris Delgado (the guy here in Houston) is also a very very good tuner and also a good resource to have. I have no major problem with the ProEFI because we do plan on still using it on our 2JZ Datsun. So I am 100% sure you are going to enjoy the ProEFI setup.

My build slowed down a tiny bit this last few weeks as we are finishing up all the stuff we needed to do to be ready for the motor to go back in. We got a "new" car Saturday and have been planning stuff for it. Going to run X275 in our "new to us" 95 Mustang GT with a 363ci SBF with a GT47-88 and since the car was built in the 2005/2006 there is a lot of updating needed. That car is using a Big Stuff 3 and talk about a standalone that's easy to tune... LOL! 4 tables!

Look forward to seeing the build process again! Sorry for the long post but I really have never 100% clarified why I decided to change so far in to our project.