Highest hp bolt on 997 NA?
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The LWFW does not make driving in traffic or stop and go any more difficult. Neither does the Sachs Stage 2 clutch.
The Stage 2 clutch is heavier duty than OEM, but it's not the race clutch, which is the Stage 3 unit. The Stage 2 does take a couple days to relearn, as the release/ engagement point is just a little different- but it is by no means inelastic. The same way all clutches are different, BMW, Audi, Ferrari, etc., the first couple of shifts are not natural or fluid, but after a little bit you get used to it. There is nothing harder or wierd about it whatsoever.
I drive my car daily, under all conditions. Neither the LWFW nor the stage 2 clutch have compromised my car's ability as a daily driver.
CATTMAN
The Stage 2 clutch is heavier duty than OEM, but it's not the race clutch, which is the Stage 3 unit. The Stage 2 does take a couple days to relearn, as the release/ engagement point is just a little different- but it is by no means inelastic. The same way all clutches are different, BMW, Audi, Ferrari, etc., the first couple of shifts are not natural or fluid, but after a little bit you get used to it. There is nothing harder or wierd about it whatsoever.
I drive my car daily, under all conditions. Neither the LWFW nor the stage 2 clutch have compromised my car's ability as a daily driver.
CATTMAN
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I could see that with a 997.2S
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Uh-oh!!! Another HP thread... 
A Full Exhaust, Intake, ECU, and Plenum should put you on a 385-390hp border...
LWFW does not add any HP but it helps the acceleration. These are the best mods you can do to your car in terms of HP and acceleration.
A Full Exhaust, Intake, ECU, and Plenum should put you on a 385-390hp border...
LWFW does not add any HP but it helps the acceleration. These are the best mods you can do to your car in terms of HP and acceleration.
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definitely interested in what you put down. I would think that number would be attainable. hopefully more.
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CATTMAN
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absolutely correct. Turbo cars have seen 10-12 awhp gain from it. I did it, but it was with so many upgrades that I have no clue how much it gave.
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I'm figuring (compared to my other rides) the 997.2 PDK/chrono should hit 12.4-12.6 stock 112-114ph???(with launch control). After mods hopefully 12 flat, 116-118mph and maybe...just maybe 11.9.....then I would really be thrilled.
Then come warmer weather sign up for some track events. This is what I am really looking forward to!!
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I just hit 250 miles in my car. Will wait to 500(next week or so) then want to go to E-town. I would like to get a stock baseline then over winter add primary muffler x-pipe, Fabspeed intake and a tune. Back to E-town when it opens in March to see gains. Would also like to dyno the car but don't trust them as much.
I'm figuring (compared to my other rides) the 997.2 PDK/chrono should hit 12.4-12.6 stock 112-114ph???(with launch control). After mods hopefully 12 flat, 116-118mph and maybe...just maybe 11.9.....then I would really be thrilled.
Then come warmer weather sign up for some track events. This is what I am really looking forward to!!
I'm figuring (compared to my other rides) the 997.2 PDK/chrono should hit 12.4-12.6 stock 112-114ph???(with launch control). After mods hopefully 12 flat, 116-118mph and maybe...just maybe 11.9.....then I would really be thrilled.
Then come warmer weather sign up for some track events. This is what I am really looking forward to!!
. I think it would be really helpful to everyone here if you could possibly do a before and after dyno, quarter mile, or even a simple acceleration test. There really should be more acceleration tests done by the consumers since those can reflect real world situations. I'm not saying the producers are providing false dyno information(since it can greatly vary depending on many factors), but independent tests cant hurt.
Last edited by ZoSo_DXB; Oct 20, 2009 at 09:11 AM.
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I wanted to do both suspension and clutch mods before spring but generally re-thinking it all now after I tried how modded race cars feel at events. Not all this stuff is really good for daily driver car and LWFW is not something one can easily un-bolt if it will not go as well as was planned... I wish I could try one but Devens season is off now and now one from this forum seems to have LWFW anyway, I mean, in MA.
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OK, I took step 1, and got my car weighed. 2005 C2S, weighed in at 3,240 lbs with a half tank of gas, 12 soccer *****, a carseat, and a laptop.
Next up: buy the G-Tech and get some RWHP numbers. Should be interesting! This could be the best way yet to see what mods add, and hold marketers and manufacturers accountable for their claims.
CATTMAN
Next up: buy the G-Tech and get some RWHP numbers. Should be interesting! This could be the best way yet to see what mods add, and hold marketers and manufacturers accountable for their claims.
CATTMAN
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The GTech has precision accelerometers built in, and it can determine RPM from picking up ignition noise in the cigarette lighter (this is done in a calibration process). By programming in the vehicle weight (mass), the power can be calculated (F=ma). Stacy loaned me his new one, and I hope to take some readings on my car soon. The RR model will also record max G forces in 4 directions (L, R, Acceleration, braking), amongst many other types of data. Quite the amazing device for the money I think.
For the record, the GTech actually calculates NET horsepower, which will be lower than RWHP since there are the effects such as wind drag that don't come into play when measuring the RWHP on a dyno. I haven't seen any info on what typical percentage loss may be attributable to drag etc, but in any case the power shown on a GTech will be lower than that determined on a dyno. So Stacy's 404 hp GTech readings would translate into something higher for actual RWHP.
For the record, the GTech actually calculates NET horsepower, which will be lower than RWHP since there are the effects such as wind drag that don't come into play when measuring the RWHP on a dyno. I haven't seen any info on what typical percentage loss may be attributable to drag etc, but in any case the power shown on a GTech will be lower than that determined on a dyno. So Stacy's 404 hp GTech readings would translate into something higher for actual RWHP.
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For the record, the GTech actually calculates NET horsepower, which will be lower than RWHP since there are the effects such as wind drag that don't come into play when measuring the RWHP on a dyno. I haven't seen any info on what typical percentage loss may be attributable to drag etc, but in any case the power shown on a GTech will be lower than that determined on a dyno. So Stacy's 404 hp GTech readings would translate into something higher for actual RWHP.
This obviously adds a variable that we won't be able to control for in measuring from car to car, mod to mod. Unless we can come up with a method to get as close as we can, and make ourselves accountable to strict measurement, we're back to Dyno's, and all the variables and squabbles they encompass.
CATTMAN