Yep, I am impressed with his also. I tried to study what he did, but I think his is a 957. I will read his threads again. Renaissance Man did a 3" exhaust with resonators. He was the main reason I decided to get a 3" system. I think that I sent him a message a few weeks ago asking him what would he do differently now that he has the experience and asking for advice for my CTTS, but no reply.

I know that Mr Haney has a 955 with a built motor, but he also said that their is really no one with big horsepower to copy. That I would basically be on my own. I can't wait to see what he ends up with when he competes his build. He was getting an exhaust manifold done that would be compatible with larger turbos is what I understood. That is why I mentioned earlier that I wondered if the primary cats would be the same or need to be modified with larger turbos.

That guy in Turkey I think has an incredible build, but I didn't see where he finished. That is a 957 also though.

 

Yeah, if what your looking to do is be in 700hp+ area it's probably better to start with a 958 with what they are going for now a days. I'm happy with that 04 I have down in CR right now since I havnt been spending a lot of time down there. The onl thing I want to do is go with the EVOMS intake and tune and maybe a new set of wheels. The roads are tough down there and beat the 22's to death.

 

I understand. A few years ago we drove from Jaco down to Drake Bay. Didn't arrive until midnight since we stopped and ate. The last couple of hours were rough roads and no bridges over the rivers. Quite an adventure to cross a 60 yard wide river that you have never seen at midnight in a Hyundai Tucson. Luckily a local on a motorcycle made sure we followed him.

 

I sent Softronic a PM on this forum asking if the have a tune for the HHR 3" I will let you know if they reply. Maybe an easy adjustment in your case and convince me to get the 3" HHR primary bypass.

 

Do the primary deletes!
You won't regret it. It's funny not sure if anyone experienced this.... It didnt feel much faster until a week or so later. May the ecm had to relearn.

Boost comes on soo much faster/smoother.
With 295/35/21 dws 06 tires are spinning 1st and 2nd. Very happy.

Driving it the factory tunes feels perfect.
I am VERY hesitant trusting a tune on this. Always had problems in past cars with tunes. Tbh. None of those cars ran like the Turbo stock. 955 btw.

 

Bosty- Do you have primary and secondary cat delete? Is it too loud? BG350's sounds incredible in the video.

 

Just the primaries. Secondaries are still in place. Feel bad for mother nature about the primaries. With secondaries in place it still smells fine. Maybe marginally more stink.

Sound is more aggressive. 20% louder. Catback is magnaflow custom. Done by a local exhaust shop. With 2.5 tips turbo s replica type tips. Very happy

 

I could be wrong but I don't think the tune has to know exactly what additional equipment you have on the car. The ECM is always learning. At least the way it was explained to me, the tune basically controls the parameters but if the conditions change so does the ECM.

I know I daily drive mine and during the week it's basically a boring commute two ways of only about 5-6 miles tops. If I don't get the car out on the highway or push it once in awhile it gets kind of sluggish. But if I take it out on the highway and do some aggressive take offs or that sort of stuff just playing around, it quickly transforms into the beast it should be.

 

Correct - I can only say what happens with Softronics since I speak to Scott often enough, but in addition to other parameters, he extends the table maps in multiple areas so it has a wide range of adjustability when bolt ons are added.

I suppose I am one of the more extreme examples that this works with stock turbos. However, I am sure aftermarket turbos would necessitate a new tune.

 

Thanks for the input. When I was asking Sam at EVOMS about a tune and what could come next, he said that they have a tune for Sport Cats, but not a primary cat bypass. Also nothing for a 3" exhaust, but thought that it wouldn't make a difference at this point.

I am just about to get a tune and talking to someone about a Meth kit. I am still not sure about the primary cats and whether to get sport cats or bypass. Besides that, am I missing any other bolt-ons that would make a difference?

Renaissance.Man - what kind of difference does the meth kit make?

 

I imagine this would be somewhat dependent on your other mods, but I personally saw my Cayenne pickup 67 awtq on the last dyno run posted between no-methanol and methanol spraying. Keep in mind, I saw a power gain across the entire powerband.

This was an appreciable amount and resulted in me swinging from disappointment to being elated at the power numbers

 

That's a huge torque increase. If I understood correctly from your thread, you didn't tune for the meth, correct? That way you can run with it or without it?

I am not able to make my own like you (Renaissance Man) so I think I will get the 3" primary cat bypass from Hanksville to go with the rest of the 3" exhaust. Then get a tune. I was scheduled to get a EVOMS tune from a local shop yesterday, then they had trouble with another car and had to reschedule. That gives me an excuse to wait for downpipes.

What else am I missing? Besides mine being a 955 and Renaissance Man's being a 957, with the downpipes, tune and meth, the upgrades are about the same right?

 

Correct - this is the only way I would run it (personal opinion).

Cool

Unfortunately, I think you are missing more than you think, but hopefully you have time to catch up. Here is the remaining list from the top of my head:

1. IE81 Turbo S Intake Manifold and larger 84mm throttle body
2. Upgraded Diverter Valves (Edit: See you are running EVOMS DVs)
3. Larger diameter Y-pipe and charge pipes (although not sure if I had these before the last dyno session)
4. EVOMS air intake (Much better than the BMC units)
5. The 957 has Mitsubishi TD04 turbos vs IHI on the 955
6. The 957 has slightly larger intercoolers stock vs 955

 

Thanks for the list. I understand that if I mirror your mods, it won't be the same since 955/957, but I need some blueprint to start.

I am starting with a Turbo S so intercoolers are larger than Turbo (maybe not as large as 957). I was told that unless I make custom ones, no other upgraded intercoolers make a difference. Also, I thought that the throttle body was larger than a Turbo. I don't know of a larger intake manifold that I could get unless custom. I can't find a shop in Houston that is interested in doing custom work on a Cayenne. The answer is always "too much time with no prospect to repeat it again"

I will get the downpipes, tune, then dyno it. Then work on the meth kit and dyno again. At that point, see what is next. EVOMS said the biggest limiting factor will be the ECU for the 955.

Any advice or opinions are greatly appreciated.

 

MY top normal/DIY picks for a stock CTT, in no particular order but generally you want to tune last.

Primary cat delete
Water/Meth injection (a form of intercooling )
BMC Air Filters
Diverter valves
Intercooling (air to air )


AS far as primary cats and larger turbos go together in the CTT, well, they don't. Matter of fact, there are some real issues with fitting larger turbos in the CTT.

Only HKS makes symmetrical turbos that would be applicible to the Cayenne. They are imported, based on the Garrett GT series, and prohibitively expensive.

The front differential in the CTT makes life really tough when fitting a turbo. So does the engine crossmember.

A normal straight non-symmetrical compressor housing doesn't work well in the CTT. Assuming you have a gt30 sized turbo or smaller, no matter where you place the turbo's axially alongside the engine, you cant achieve the balance of compressor outlet placement(consider you will have to weld a 90 onto the cover and its going to be one tight a** 90), turbine inlet placement, manifold design while still flowing well and complimenting thermal expansion to avoid cracking, fitting in the confined space, downpipe placement, wastegate placement with proper flow dynamics and servicability/installation/removal taken into consideration, being able to remove the turbo's with the engine in place, all while maintaining manifold/wastegate-design/flow symmetry, taking heat management into consideration, taking all the plumbing of the oil/water/scavenge lines, AND NOT CUTTING THE CAR!

I will achieve what I believe to be the best balance of ALL these requirements prioritizing compressor outlet placement, manifold symmetry, and wastegate placement while compromising none. It has taken a while and was just recently made possible by some compressor cover offerings from Borg Warners efr line.

EFR 7163's, 44mm mvr external Wastegates, Il have a dual in,single out FMIC setup and the EFR's have built in CBV's so there is no plumbing to worry about there. Check it out. It's gonna happen, for sure. And its gonna get finished, for sure.