It had been awhile since we had really gone over Matt's 997TT since last summer when he first got his kit. We made 86Xrwhp and the car has performed like a dream. We had worked with Tony @ EPL more and more over the year but only with doing the logging on the street and not the dyno.

The cars setup is still a 100% stock motor, BL1000 Kit (using a3076), GMG Exhaust and tuned by Tony Chick @ EPL.

The other night we decided after we took apart his GMG exhaust and cleaned it up, cleaned the K&N filters, etc. that we should pull the drive shaft and put it on the dyno. All the boost levels on the HKS looked perfect so we decided now that we could see the results of the newest tune had helped with the torque down low.

What did that mean? Add another 2psi to it

Attachment 1

The car made this on the 5th pull which we were letting car sit maybe 5 minutes between the pulls. There was some wheel spin issues so mph was the only way to show the smooth graph.

Now I haven't looked in a very long time but I know Switzer's Sledgehammer made 915rwhp with the ProEFI but I do not know of another stock motor 996/997 on the stock ECU that has made this kind of power. We've had nothing but good luck with Tony over the many years considering when I was stock motor and ECU nobody had made more than 843rwhp until Matt did in this 997TT. Tony has kept these cars alive at these power levels and there is nothing more to ask for.

We tried the following day to break 900 but we had VERY major wheel spin issues on cooler tires. Added Matt (swole powell) and Zac in the backseat and ended with 893 rwhp on the last pull. We put the drive shaft back in and Matt took her home.

The car is going to be getting a 996TT housed transmission with a custom gear within the next coming months so we can go to the track and have the ability to go over 138mph in 4th LOL. It will also help the 60-130 hands down.

We have cool weather approaching so see if he can do better than my 4.89. He went a 5.2x the other day in 95* weather.

Kat (Hybred Media) here in Houston took some recent photos of the car as well.

http://hybred.smugmug.com/Photoshoot...3578041_76fjcd

Side note if you are from Houston and do not know who she is, you should def. check out her work! She has done MANY MANY events around here. Also just an awesome chick to work with!







Coming from a 996TT owner I get jealous anytime I drive the car!

 

Wow that's incredible on a stock motor.

 

nice. saw this on FB the other day. how much boost did you run to make the power.

 

Great results and congrats. We'll be tuning a similar setup with our shop 997.1 soon. Only in this case we'll be using a PBC PRO boost controller on top of our own custom Cobb tuning in the DME.

Given this is done in RWD do you have any plans on putting it on an AWD Dynojet or a decently calibrated Mustang AWD dyno? What octane was used?

Cheers -

Dzenno@PTF/PTG

 

Boost peaked 29psi and settled at 28psi during the run.

Fuel (forgot to mention) was MS109.

Sometime I would like to use D3 Performance Mustang dyno (but they are across town and we would have to find an easy time for both parties) but since we own our own Dynojet 248 it's just the 24/7 access and 0 cost (now LOL)

The PBC is AWESOME! If we did not have the HKS already he was going to buy one. Though if we ever replace it will be with the PBC Pro unit.

 

600+ wheel talk across a 50 mph band on stock rods

Your owner has some big kahunas boys

BTW would this produce higher nos on E85 versus VP 109 on this car ?

 

PBC PRO is certainly one of the best featured EBCs on the market today, definitely give it a shot next time around.

E85 will provide some additional power over race gas but more importantly it does wonders in preventing pre-ignition especially with rising charge air temps, backpressure and EGTs, obviously with appropriate tuning in place.

Dzenno@PTF/PTG

 

That's awesome... I'm glad I don't live in Houston.

 

Great work with awesome results!

People should be aware, such power figures on stock engine are possible but with major consequences. Not only are the rods taking a major beating here but, anything above 700whp (plus or minus) you will start lifting your heads. It's only a matter of time before either a rod bends or your lose your head gasket... (stretch the head bolts) Generally from what I have seen around here stock engines making that power last about a week.

 

Lots of power, strange it's on a stock motor still

 

My motor had 28k miles and ran to 34k miles with 868rwhp (4k of the 6k miles were on MS109 (yes a huge waste of money/fuel LOL)) before we built the engine and transmission. When the motor came out the rods were bent but weeks prior we made 840rwhp in the summer heat on MS109. Everything came out because there was one partial tooth left on my 3rd gear and we decided to press on for even more power. Matt's motor on the other hand only has 11k miles total on it.

This isn't our first shot at big power on a stock motor. We are aware of many chances for breaking and it won't live forever; but this car for over the last year still made 860rwhp on MS109. As I told people about it with my 996TT nobody should run this type of power unless they are fully aware that at any moment you could have to build the motor.

 

Love what you guys are doing with this. I would love to compare notes sometime.

 

that is insame power! congrad! may i ask you what are the IC'S ?

 

Nice

 

There seems to be some confusion that I keep coming across on this board in terms of bending rods. Cylinder pressure is what bends rods. Detonation in a motor can take out pistons but, provided they do survive, rods could be bent when the cylinder pressure spikes due to a detonation event. So when talking about bent rods it really isn't HP that is bending them. HP is derived based on torque that is the actual force pushing down on the piston and the internal rotating assembly. HP is calculated based on RPM and torque using the equation we all love: HP = TQ * RPM / 5252.

If you look at the above equation you can quickly come to realize why a comment such as Xwhp bends rods doesn't mean much. If we were talking about torque however you can certainly say after X torque you will risk bending rods as torque can be approximated somewhat to cylinder pressures and cylinder pressure is the force acting on the rods/pistons/crank/etc.

In most cases especially with smaller turbos people try to push power by pushing boost in the lower and mid RPM range which provides peak HP earlier as smaller turbos are more efficient in the lower RPM regions and die out as RPMs rise due to exhaust/turbine designs that are made for reducing lag and great low end response for a given motor. This is where making large HP numbers is difficult without additional stress on the rods. Here's an example:

Some random "larger" turbo setup (say a3076 above):
Let's say it is able to hold 600wtq to 7200rpm redline, will make = 600*7200/5252 = 822WHP@7200RPM

Now consider a smaller (say a28 turbo) that isn't able to hold 600wtq to 7200 due to a more restrictive exhaust/turbine setup and a smaller compressor wheel, and it can only say, for sake of argument, make 500wtq at 7200rpm. This gives the following numbers:

500*7200/5252 = 685WHP@7200rpm

Now the problem comes in when you push the smaller turbo in the lower and mid RPM region to chase HP numbers of a larger, better flowing turbo that is more efficient with a rise in RPM. People push boost harder and harder to try and hit that 800WHP that the bigger turbo does without issues with a comfortable and efficient 600WTQ. Let's say a28 is able to push 780wtq at 5500rpm. What power did that make?

780*5500/5252 = 816WHP but at a peak of 5.5k rpm and drop off past that point towards redline

If you look at the two power bands the a28 will be pushing a TON of boost in midrange, more torque to reach that 800+whp number, more stress on the rods. Meanwhile, the a3076 needs to push less boost, less torque, less stress on the rods to reach the same number.

Hopefully this can explain to some members why its torque that you need to watch when it comes to making the most power out of any given setup and doing so without hurting internals. If the rods on a 997.1 are considered safe in the 675WTQ region that means with a turbo that can efficiently run 675WTQ to redline, depending on where you redline RPM is you can make any of the following "safely" on your stock motor:

OEM redline (6750rpm) - 675*6750/5252 = 867WHP
7k RPM redline - 675*7000/5252 = 899WHP
7.2k RPM redline - 675*7200/5252 = 925WHP

At the end of the day it is the area under the curve and most efficient setup with greatest attention to detail and most extensive testing that wins races and provides for the most reliable setup

Hope that helps...watch your torque, get the best tune you can optimized for your mods and octane and focus on efficiency.

Dzenno@PTF/PTG