I've never had my car on a dyno as I've never been concerned much with power numbers. I finally got my car on the rollers for the first time today. My engine is getting pulled Monday for a rebuild (it's that time) and we wanted to get a baseline number to see where we are at. Engine has stock internals with the following bolt ons:

UMW K16/997GT2 Zero Clearance Turbos with UMW waste gates
UMW Injectors
UMW road course programming 91 octane tune (1.25bar)
RUF Intake manifold and turbo intake hoses
RUF Exhaust
997GT2RS Intercoolers
Bailey DV30 diverters

Car is RWD

Dyno conditions were as follow:
DynoJet 248 Chassis dyno (RWD)
68ºF
8% humidity
5344' elevation
4th gear pull



We had fans on the front radiators but unfortunately did NOT have any fans on the intercooler duct inlets. IATs started at 84ºF prior to the first pull. After the first pull, IATs were 122ºF. We did a second pull where the results were about 15hp less as the ECU no doubt started pulling timing due to heat soaking as the IATs climbed to 164ºF. For comparison, The highest IATs I normally ever see on a road course in 100+ºF weather at the end of a 30 minute session are in the 140s. Fuel used was 91octane with a few gallons of 100 octane mixed in from the last track outing. Effectively, probably 93-94 octane fuel.

Below is the dyno graph which may be of interest to the guys that are running or looking for a track set up. When I had the turbos built, one of my requirements was a very normally aspirated "feel" to the engine. In other words, I wanted a very gradual build up of torque to make throttle modulation easier on track. Since the engine is operated at or near full power for extended 30 minute sessions, I wanted a set up that would minimize loads and stress on the internals which are currently stock. My motor has over 100 hard track hours right now which is one of the reasons were are breaking it down for a refresh.

Couple of thinks of note. Many people think that K16 based turbos really run out of steam above 6K rpm but that is not necessarily the case. As can be seen by the graph, my set up pulls strongly to redline without let up and max power is actually achieved high up in the power band with power gradually increasing from 6000 to it's max near redline. These turbos really come into their own high up in the rpm band and actually pull harder than my previous K24 hybrids. The plan when the motor is rebuilt this month is to raise the redline slightly to 7400 with some light valve train improvements. Fuel/Air ratios are right at 12.0 across the board from 3800 to redline.

Each dyno will obviously measure differently and dyno numbers are quite meaningless unless you are using the same dyno in my opinion. Arguing numbers is a moot point. My car did 590.47hp/631.74ft.lb. for whatever that's worth. For comparison on this exact dyno, my friends stock '07 997GT3 dynoed at 360hp and 380hp with open pipes and an Evoms 100 octane flash. Two different gull wing supercharged Mercedes SLS AMGs spun the rollers there at 483 and 500hp. Later the same day after my car, a 2015 supercharged Z06 dynoed in 20 degree cooler temps at 589.02/613.17. The Z06 is probably the best bench mark for comparison as it is listed officially by Chevrolet at 650/650 crank so you can draw conclusions from that...

Cheers...

 

Those are some stout numbers.
Can't wait to see the results of the rebuild.

 

Those are solid numbers! How would your turbo's vary compared to K16 Billets?

Are you having any issues with your engine now or symptoms causing the rebuild or is it more preventative?

 

Thats a good looking curve. Are you looking to stay around the same hp level after the rebuild?

 

5344' elevation and 630 rw lbs-ft = huge

Tune looks great

 

Sorry. I've never run K16 billets and as such can't speak intelligently regarding a comparison.

Engine runs great without issues but with a 100+ hour of hard track use it's time to do a refresh. I don't wanna have any issues mid season so I'd rather approach it proactively. This will also give me a chance to re gear the gearbox with a 997GT2 1-3 mainshaft which is one thing I've been wanting to do for a while as the stock 6TT/GT2 gearing is so short. 7GT2 gears will give me 52mph in 1st, 87 in 2nd, and 118 in 3rd. 3rd gear is also much wider and stronger than stock.

 

Probably. Higher hp is not really my goal with the rebuild. My goals are greater durability long term for my use. I would imagine the engine will probably be slightly stronger as we are bumping the displacement to 3.8 using Mahle Motorsport pistons/liners and a freer flowing 3" exhaust. My stock RUF exhaust is 2.5 and might be a bit of a restriction at this point. Ballpark, I'm thinking 20hp for the displacement bump and probably same for the exhaust, so maybe 40 extra. Who knows? Again, not really much of a concern. We'll throw the car back on the rollers when the engine is done to get a comparison..

 

Can't wait to see the results! Do you have plans for running time trials? What does your turbo weigh? Is Chris doing the motor build? I would like to get a refresh next winter myself.

 

those are incredible numbers and anyone should be proud to have them, particularly before a discretionary re-build! also if/when anyone slags on the k16 setup running out of juice they aren't taking into account your 24 hotside all the difference lives there, and no wonder you have smooth/linear delivery out of the gate. looking fwd to reading of the rebuild! just awesome man. godspeed! lol

 

Looks great! Cant wait to see how the rebuild changes your torque line especially low end.

 

Thanks Mark. Just to clarify, my turbo are NOT K24s. The hot side on my turbos is a K16 hot side which is bored out and ported to funnel more air to the turbine wheel. It is quite a bit larger than a K16 hot side. The turbine wheel is a K16 wheel. The compressor housing is also not stock as it is ported and enlarged to accept the 997GT2RS compressor wheel. The compressor wheel inlet is 2.75" versus the much smaller inlet on a typical K16 variants. The current programming for these turbos right now is very detuned to protect the stock internals of the engine. My tuner told me that once it's rebuilt with better internals, he can be a lot more aggressive with the programming and shift the whole dyno curve about 1000rpm to the left. We have a lot of head room left...

 

Yes. The goal is to run time trials this year. Car weighs 3246 with fuel minus driver. We will be removing about 50 lbs while the engine is out. Yes, Chris is doing the engine rebuild and gearbox re-gear.

 

52mph in 1st, 87 in 2nd, and 118 in 3rd

Nice

 

i mix them up sorry either way, they arent stock and those numbers are quite the endorsement for guys that like to live in that mid level sweet spot for our motors. the new build is,..well as the famous english band "madness" declares.. "one step beyond!"

 

Can't go wrong there, My gearbox feels great that he just built. Les at Airpower Racing here at Miller told me that he is also he is one of the most talented drivers and racing coaches he knows. If you run on DOTs you would be close to NASA TT1.