Agree... on my Alpha 10 GTR I change my IC to the AMS Race one and gain 45whp and drop the AIT around 40 degrees. The larger the IC's the better.

What is the avg. Whp & Tq with your 9 sec tune... the avg trap speed with this set up is 135mph, right?

 

I am curious as to at what point in HP the PDK needs to be modified. Several threads were stating the 997.2 motors could not stand up to the high HP coming out of the 997.1 Mezger motors. What is current reality proving out?

 

Ironically enough, the two major switches in the 997.2 (the PDK + DFI motor/fuel system) have turned out to be the two limiting factors -- That's why you don't see 997.2s putting down 800 WHP with Alpha 3076s or running E85.

Unfortunately there's no true, publicly available upgrades for either, but BBi mentioned somewhere on their Instagram that they're working on upgrades for both. I'd assume higher TQ capacity clutches/reprogram for the PDK (like a GTR DCT) and to address fueling they've they're looking into Port, Supplementary Fuel Injection.

 

We've had a few cars trap around 135 mph on race fuel. Raw numbers will be all over the place, but I believe the deltas we're seeing over stock for this file range between 110-160 horsepower and 150-200 ft. lbs. of torque over stock numbers, reliably. I believe Champion tested some files that made more than that, but we were experiencing fuel cut on high speed pulls (0-160 mph), so they weren't released.

 

I believe Champion has hit 700whp/725wtq with a stock PDK. Tom would need to confirm that as I am not always in the direct loop with their alpha testing.

 

Crap, I hope I don't run into fuel cut at Roll out 2 Reach out. Race starts at 60mph and goes for a 1/4 mile

 

Precisely. I'm interested to fuel a healthy debate and learn something here. Octane doesn't make power and neither do intercoolers. They ALLOW you to make more power IF you can use it. Octane is different in that it allows you to increase timing. Intercoolers only let you make more power if heat is an issue and the improved intercoolers lower temps significantly.

That is interesting, isn't it? Without even reading the analysis, what does that suggest to you? That Porsche did some engineering, produced a second generation car developing up to 50 more HP and then changed the intercoolers to make them WORSE??? It suggests to me that a flow test is not the only necessary measure of an intercooler and perhaps it isn't the most important element either.

Now this will be most interesting. If you check on the 996 turbo board, many tuners have adopted the .2 intercoolers as very effective, lower cost upgrades. Will be interesting to hear more details on the benefits of various intercoolers.

One question, would it be fair to say that a dyno comparison of a car with stock intercooler and one with aftermarket ones should be the same? The difference isn't the intercoolers, it is the use of a file that will generate higher temps that may or may not result in heat soak issues if run at higher boost for prolonged periods.

Longboarder may bring some great experience to this if you have already experienced heat soak on your car with limited mods. That is surprising. 997.1 turbos seem to have less issues. It will be interesting to see what testing shows.

 

The files that we're running now with stock turbos shouldn't have any issues for roll racing with the right hardware. We've worked very hard with our dealer, Stertman Motorsport, in Sweden (they've done countless high speed pulls for us) to ensure that these files are rock solid at all speeds.

 

OK good, I'm running similar mods to longboarder so I guess that clears it up for both of us
(200 cel TUBI exhaust, plenum, y-pipe, Champion I/Cs, latest Giac tune)

 

Flow rates are less important when you're running something in the middle of it's duty cycle because the stress levels are minimal at that point. Porsche is outputting great numbers with the factory models, but advanced optimization of the hardware for maximum power output isn't their end goal. For that reason, the .2 intercoolers work great for them. They're cost effective, handle temperatures well in all climates, and most of all keep the car reliable and consistent. They do leave some power on the table, from our experience, and that is why we don't support them at these power levels.

 

What you will find interesting is that your traps over a 1/4 mile whether starting from a dead stop or rolling at 60 mph, your ending traps won't be all that different. If you have good race gas (i.e. MS109) and you trap at around 135 from a stop. But you may only see low 140's from a 60mph roll. I've done some Airstrip testing and over half a mile, and whether i'm rolling or stopped, there is almost no difference in my traps (maybe a couple mph at most if rolling).

 

Thanks, that is very interesting info. I have a drum of MS109 so I'm good.
I've always been a drag racer so the roll thing is new to me. Once I get enough posts I'd actually like to pm you to get some tips/technique. Looking at my bracket for the event, I really think I have a shot at being super competitive if I know what I'm doing.

 

Rolling is pretty easy. Just make sure you have an understanding of how much lag you have at 3rd gear at 60mph. I practice my rolls on the street by visualizing a marker ahead of me pretending they are the start cones, and then I punch it a split-second before I get to the start which should enable the car to begin accelerating exactly at the cones. That's pretty much it other than whether you are comfortable with the computer shifting for you or whether you want to click the paddles. Personally I want to shift a little before the computer shifts so I use the paddles most of the time. Good luck and let us know how it goes!

 

@ Longboarder,
Are you running the stock PDK without issues?

 

I will thanks.
I'm going to try to get the car dyno'd this week so I can see the torque curve and find optimal shift points from there. I'll post up when/if I do.
I like shifting too