Silly Rabbit Motorsport - 997tt Build, Review and Results!
Silly Rabbit Motorsport - 997tt Build, Review and Results!
Special Thanks to Silly Rabbit Motorsport: http://www.sillyrabbitmotorsport.com/
E-mail: Sales@sillyrabbitmotorsport.com
Thanks also to Evolution Motorsports for providing the studs and gaskets in a pinch! Garth at Undercover Performance for his assist with ProEFI and CAN support.
Months ago a friend of mine (32krazy!) referred me to Sean over at Silly Rabbit Motorsports (SRM) in Vegas. Being in Arizona, it wasn't too far and I made the trip out to visit. Several months later, I dropped my 997tt off for a build.
Before I bore you with the details on how much power the car performs, let me tell you a bit about SRM.
Owner and Operator, Sean (itguy), is the mad scientist behind the brand. He has a lot of history with Audi and decided to tackle the Porsche industry and bring products to market that were very price competitive and better performing than the competition.
Machine operator, tuner and diagnostics are handled by Kyle, who brings 15 years of experience from about every aspect of the auto industry, with a very solid background in vehicle operation, troubleshooting and tuning. Kyle has some pretty serious attention to detail. His technical background also allows him to diagnose issues while tuning, where as many other tuners are strictly hands off when things don't go according to plan.
SRM was fairly new to the Porsche industry when I stepped foot in the door. They had a couple products already shipping and a handful of others going through R&D. I understood this going in and decided to take the plunge.
I dropped off my car in mid August and Sean began to procure parts needed to do the following build:
-3.8L
-CP Rods
-CP Pistons
-EvoMS 12mm Head Studs
-EvoMS Hellfire Gasket
-Borg Warner EFR 7163's
-SRM Fuel System with -8AN Line
-SRM Intercoolers & Hoses
-Tilton Cerametallic Triple Plate Clutch
-IPD 82mm Intake Plenum & GT3 Throttle Body
-Stock Manifolds
-Stock Y-Pipe
-Proefi 112 w/Flex Fuel
What I liked about the BW EFR Turbos was the integrated BPV, similar to the factory VTG's. It saved the headache of additional plumbing. Also, these turbos are often titled 'unicorn' turbos by various other tuners / shops that leverage them primarily on JDM platforms. The EFR is a fairly efficient turbo and offers a great flow rate of 60#/min, capable of making some serious power.
Sean had personally lifted the heads on his R&D / Shop 996tt when leveraging the Raceware 10mm head studs @ ~900whp. The head lifted so much that the gasket layers actually had room to curl back on the side where it blew out. Ridiculous! At this time, both of us made the decision to use the EvoMS 12mm head studs and the EvoMS Hellfire gaskets. This same setup is running on Anthony’s (yumaverik) insane 997tt, making well over my intended power level.
SRM's fuel system is really a piece of art. The parts are billet machined and designed to replace the factory basket and tank cap, leveraging the stock plumbing with the addition of -AN fittings. Inside sits 2 x Walbro pumps, but the Stage 3 offers a brushless system capable of 1500+ whp. As my goal was 1000whp, I stuck with the dual Walbro's inside the basket. I also used full -8 AN line, 1400cc Injectors, SRM Rails and a Fuel Labs regulator as part of their kit. We used smaller injectors as we wanted to ensure the pump tune was as good as stock in regard to idle, cruise, etc.
The intercoolers were an obvious upgrade for my power level, upgrading the previous EvoMS Clubsport coolers I was running to some seriously thick cores. Sean personally test fits and welds all of his 997tt intercooler kits; this guarantee's perfect fitment every time.
Tilton was my clutch of choice due to it's hydraulic bearing, similar to a cup car setup, but in a tt.
The Proefi 112 was my EMS setup; as it was newer, faster, and eventually more feature rich than the aging 128. I was going into this knowing I was an early adopter as only a handful of people on the boards are running the 112 and CAN features are still being researched. However, I wanted the no-lift-shift and anti-lag options to toy with, as well as flex fuel and all the added safety features, including traction control, of the ProEFI.
Some build shots:
The Results:
EFR7163, 996tt K24 housing machined to accept EFR7163 setup.
29psi on street (27psi on dyno due to non-load bearing) – internally gated (out of gate, can’t boost anymore!)
1400cc Injectors @ 90% IDC
0-60: 2.69 Sec – Gtech
60-130: 5.2 Sec - Vbox
¼: 10:12 @ 145.6 - Gtech
Max Acc: 1.28g - Gtech
Shift Times:
Power: TBD (On Dyno on the 18th) – Estimating 875-925whp on Dynojet and 825-850 on Mustang. We’ll see how it pans out.
Watch this video:
Me with “1000hp Crank” versus 700hp GTR who rolled out way before I did (sneaky!)
https://www.facebook.com/pruuf.video/videos/1698674780369608/
Dyno results will be posted on 12/18.
Feb/March for Cams, Injectors and Wastegate upgrades.
Please feel free to reach out to me for any information you want on the kit or my experience.
E-mail: Sales@sillyrabbitmotorsport.com
Thanks also to Evolution Motorsports for providing the studs and gaskets in a pinch! Garth at Undercover Performance for his assist with ProEFI and CAN support.
Months ago a friend of mine (32krazy!) referred me to Sean over at Silly Rabbit Motorsports (SRM) in Vegas. Being in Arizona, it wasn't too far and I made the trip out to visit. Several months later, I dropped my 997tt off for a build.
Before I bore you with the details on how much power the car performs, let me tell you a bit about SRM.
Owner and Operator, Sean (itguy), is the mad scientist behind the brand. He has a lot of history with Audi and decided to tackle the Porsche industry and bring products to market that were very price competitive and better performing than the competition.
Machine operator, tuner and diagnostics are handled by Kyle, who brings 15 years of experience from about every aspect of the auto industry, with a very solid background in vehicle operation, troubleshooting and tuning. Kyle has some pretty serious attention to detail. His technical background also allows him to diagnose issues while tuning, where as many other tuners are strictly hands off when things don't go according to plan.
SRM was fairly new to the Porsche industry when I stepped foot in the door. They had a couple products already shipping and a handful of others going through R&D. I understood this going in and decided to take the plunge.
I dropped off my car in mid August and Sean began to procure parts needed to do the following build:
-3.8L
-CP Rods
-CP Pistons
-EvoMS 12mm Head Studs
-EvoMS Hellfire Gasket
-Borg Warner EFR 7163's
-SRM Fuel System with -8AN Line
-SRM Intercoolers & Hoses
-Tilton Cerametallic Triple Plate Clutch
-IPD 82mm Intake Plenum & GT3 Throttle Body
-Stock Manifolds
-Stock Y-Pipe
-Proefi 112 w/Flex Fuel
What I liked about the BW EFR Turbos was the integrated BPV, similar to the factory VTG's. It saved the headache of additional plumbing. Also, these turbos are often titled 'unicorn' turbos by various other tuners / shops that leverage them primarily on JDM platforms. The EFR is a fairly efficient turbo and offers a great flow rate of 60#/min, capable of making some serious power.
Sean had personally lifted the heads on his R&D / Shop 996tt when leveraging the Raceware 10mm head studs @ ~900whp. The head lifted so much that the gasket layers actually had room to curl back on the side where it blew out. Ridiculous! At this time, both of us made the decision to use the EvoMS 12mm head studs and the EvoMS Hellfire gaskets. This same setup is running on Anthony’s (yumaverik) insane 997tt, making well over my intended power level.
SRM's fuel system is really a piece of art. The parts are billet machined and designed to replace the factory basket and tank cap, leveraging the stock plumbing with the addition of -AN fittings. Inside sits 2 x Walbro pumps, but the Stage 3 offers a brushless system capable of 1500+ whp. As my goal was 1000whp, I stuck with the dual Walbro's inside the basket. I also used full -8 AN line, 1400cc Injectors, SRM Rails and a Fuel Labs regulator as part of their kit. We used smaller injectors as we wanted to ensure the pump tune was as good as stock in regard to idle, cruise, etc.
The intercoolers were an obvious upgrade for my power level, upgrading the previous EvoMS Clubsport coolers I was running to some seriously thick cores. Sean personally test fits and welds all of his 997tt intercooler kits; this guarantee's perfect fitment every time.
Tilton was my clutch of choice due to it's hydraulic bearing, similar to a cup car setup, but in a tt.
The Proefi 112 was my EMS setup; as it was newer, faster, and eventually more feature rich than the aging 128. I was going into this knowing I was an early adopter as only a handful of people on the boards are running the 112 and CAN features are still being researched. However, I wanted the no-lift-shift and anti-lag options to toy with, as well as flex fuel and all the added safety features, including traction control, of the ProEFI.
Some build shots:
The Results:
EFR7163, 996tt K24 housing machined to accept EFR7163 setup.
29psi on street (27psi on dyno due to non-load bearing) – internally gated (out of gate, can’t boost anymore!)
1400cc Injectors @ 90% IDC
0-60: 2.69 Sec – Gtech
60-130: 5.2 Sec - Vbox
¼: 10:12 @ 145.6 - Gtech
Max Acc: 1.28g - Gtech
Shift Times:
Power: TBD (On Dyno on the 18th) – Estimating 875-925whp on Dynojet and 825-850 on Mustang. We’ll see how it pans out.
Watch this video:
Me with “1000hp Crank” versus 700hp GTR who rolled out way before I did (sneaky!)
https://www.facebook.com/pruuf.video/videos/1698674780369608/
Dyno results will be posted on 12/18.
Feb/March for Cams, Injectors and Wastegate upgrades.
Please feel free to reach out to me for any information you want on the kit or my experience.
Last edited by dhahlen; Dec 23, 2015 at 10:46 AM.
935hp / 796tq at 29psi on a Dynojet.
This dyno was spot on for my 775 kit compared to butt-dyno, which I estimated at 650 wheel and it registered 655. Could take some off the top if comparing to a mustang, most likely.
Remember that this is not on the road, once I get a chance to do some pulls in 4th gear, I can show data.
This shows logs from dyno run, I graphed RPM vs Boost and also Wastegate Setpoint (Target boost). Consider absolute is 101.3 kPa, you can basically subtract 14.7psi from anywhere in the graph after conversion).
I made it easy and just took ((kpa value * 0.145038)-14.696) - which will give you the value in PSI taking absolute into account.
This dyno was spot on for my 775 kit compared to butt-dyno, which I estimated at 650 wheel and it registered 655. Could take some off the top if comparing to a mustang, most likely.
Remember that this is not on the road, once I get a chance to do some pulls in 4th gear, I can show data.
This shows logs from dyno run, I graphed RPM vs Boost and also Wastegate Setpoint (Target boost). Consider absolute is 101.3 kPa, you can basically subtract 14.7psi from anywhere in the graph after conversion).
I made it easy and just took ((kpa value * 0.145038)-14.696) - which will give you the value in PSI taking absolute into account.
Last edited by dhahlen; Dec 19, 2015 at 03:04 PM.
E80
Pump was around 700w according to Proefi. Felt stronger than my 775 kit. Pump runs around 22psi, e70+ at 29. Turning up to 35 once the other upgrades are done.
Pump was around 700w according to Proefi. Felt stronger than my 775 kit. Pump runs around 22psi, e70+ at 29. Turning up to 35 once the other upgrades are done.
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It's grabby! Removed the spring assist to make pedal engagement feel much better. I'm happy with it, spent a few times in traffic for 30-45 minutes and it didn't give me any problems!
Wow Darren. Congratulations dude! You were getting that thing to hook. Nine seconds won't be a problem! You went down a long path to end up here. Sean knocked it out of the park ! Enjoy it safely!
Last edited by SamboTT@ByDesign; Dec 13, 2015 at 02:59 PM.
