How far do you plan to push the engine during engine dyno testing?

 

The engine has been engine dyno tested a few times, broken down and studied. This is how we discovered the Clevite bearing issue.

Where will we tune it to? We will go as far as our knock sensor system (as opposed to the Porsche knock system) gives us the green light.

 

I posted this pic and was expecting some comments/questions regarding the fitting (with plastic cap). This isn't part of a regular Porsche case or is it? ............

Note on a stock case this hole is permanently plugged (part of the case).

 

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Just took a peak at the intake manifold at the carbon fiber shop ........ it appears to be two weeks away from delivery to Performance Developments.

 

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Funtastic!
The transmission oil cooler under, facing down?
Will you have underpanels, and air ducts?

 

Yes, that is the tranny cooler. Yes, there are under panels with ducting.

 

wOw drooling.....can't wait to see the cf intake manifold

 

We are about to finish the motor and turn our attention to the handling department. Although it was modified about six years, we are now going to give it the same attention as the motor was given.

Keeping in mind the car will be used a couple of hours a week (at the most) on the street and then taken to autocross and DE days maybe a dozen times a year ....... what would you do if costs were no object, but costs that provide very little to no improvement would not be entertained?

 

Thicker sways, 18" wheels and tires, stiffer springs with properly valved 2 way adjustable shocks, GT3 lower control arms and upper control arms for better camber settings front and rear, track alignment and corner balance by a race shop. As you probably know, the lower the center of gravity, the better the car will handle. Personally I prefer the AWD, but many will say to save weight and eliminate the front dif and drive axles. I have not done it yet but the Wevo 997 engine mounts and Porsche 997 transmission mount are reported to improve overall vehicle dynamics.

The GT3 6 piston caliper upgrade and 350mm rotors are a big braking improvement for the turbo especially at the track.

 

I would start with a similar setup as Manthey's RSRs or perhaps even better would be the ones installed in Alzen Motorsport's 996 and 997 Turbos, which are specced to suit Nordschleife. The idea here is that as Nordschleife is relatively bumpy track, the same package (with appropriate setup / spring rates for the tires you will be using) could also be livable also on the street.
I think the H&R competition kit known from the Alzen Turbos (not only their 996 beast, as they do have a new 997 turbo version nowadays, however no proper racing classes allow it ) is something like 15k and could be a good and 'easy' starting point...

Other very good routes could be KW's competition packages or Öhlins...Lots of good choices in race dampers I think...

 

For brakes:

Racing calipers...(such as Brembo's race spec or AP Racing). For rotors something that lasts a bit...perhaps from the same manufacturers, relatively easy choice is Performance Friction. For pads and fluid: Endless is the best currently.

Also pay attention to upgrade the ABS as you obviously know...

 

Has anyone removed the 996tt cross brace between the front wheels are replaced it with the RSR cross brace? I understand this lowers the front end considerably without affecting the other parts or geometry?

What about lifts that raise the car for certain street applications and lower it for race applications or just better handling?

 

Cary at ERP says the best ABS brake system is the BMW RSR system. He says it is superior to the Porsche system. I understand the cost for labor and material conversion is about 12K.