Hmmm.... you absolutely NEED upgraded ICs or you will overheat? Never heard of this one.... could this only be a requirement in Texas?

Sounds like a little reverse justification to me.... you know, spending the money on all kinds of parts and then justifying the NEED for them later.... hmmmmm

I am ready to be enlightened.

 

As usual Jitsu's story's change every time we hear them,first it's 3 car length's,then 4,then 5,my god man can't you keep the tall tale the same.The only time I ran Jitsu & he was on c-16 at 1.5 bar I put 3 length's on him from the start(turbo spool difference,or driver mod difference),I let off as I thought there was a cop on the shoulder & he did a ricer fly-by,so he thinks he beat me by 3,4,5 car lengths.Sad but true.He did run a 5.89 60-130 though & I cannot do that.

 

All kidding aside I do not know of a 24/18 car that has run a 5.89 60-130(yet),so in the end gt30>24/18.

 

Yeah I'm lost now too. Does he (Jitsu) not believe there are bolt on GT30's or is it the intercooler thing?

 

Yes, it's possible, but not in CA. Everything costs double here.

 

I am just trying to help you guys. Upgrading the IC's when you go to big power is recommended by every reputable tuner and engine builder out there. Someone who just wants to sell you bigger turbos might claim that you don't need bigger IC's and if you want to be a fool then more power to you. And yes, I was aware of the bolt on GT 30's before they came out.

 

And in regards to headers, w/ bigger turbos the stock headers (and intake, turbo inlets etc.) will become a choke point. Your engine is a breathing machine and is limited by its most restrictive spot. I am not going to waste anymore of my time even though I have some experience putting together a fast Porsche, instead I will let you take your advice from someone who started an american car project and didn't even have the sense to begin with the resources to finish it.

 

I understand what you are saying it makes sense to me. The question is "is it necessary?" I will find out in the next 2 weeks . Lets see what kind of Dyno numbers, IAT's etc.. Then that will help me directionally.

I have stock headers. I am bolting up a Tial GT3071 and running with a 60lb injectors upgrade.

Interesting that the organic tuff stuff does not last that long on clutchmasters.. Got to check that out more. So if i want to stay with a clutchmaster setup what is the best one kevlar,ceramic? Dont think i can shell out the cash for triple clutch systems as of now. We will see..its on my list.

 

You can port and polish the stock headers although quality upgrades are cheap nowadays ($800). In regards to the clutch, it isn't so much Clutchmasters or Sachs, it is that over 560 to the wheels that an organic compound is at its limit. I got 9K out of mine at 580.

I just don't want to have to replace the clutch every 10 K so I went w/ the ATS/Carbonetics triple carbon and am done for hopefully 40K. Like I said, a lot of extras are needed when you start increasing power and I have seen it happen a 100 times that people do not calculate all the costs.

 

you talkin about me smart guy? is that the best you can do?

First, you're wrong (that's a shocker) and it is being finished. Nice job thinking you know my situation tho from a thread a few months ago.

I recognize you know a little something about these cars Mr Funny Man (who repeatedly resorts to jokes and changing the subject when he doesn't have a good response to the topic at hand), but my "american car project" has zero relevancy here. I can read data and charts and threads and talk to all the tuners (which I have) about the 996TT just like you. You're just a check-writer too man so just because many are starting to challenge your power level and performance numbers on a fraction of the cost, your transparent need to justify your "investment" is quite predictable.

 

My point is that the lesson behind your project illustrates perfectly what can happen when someone thinks that a certain power level can be achieved by simply slapping on a set of bigger turbos. People need to think long and hard about what their goals are and all the things necessary to get there before getting started and getting in over their head.

In life in general, and w/ modified cars especially people tend to only think about what they want "I want an 800 hp Porsche" and not all the things it takes to get there. To the OP, I would suggest talking to Todd about what he went through to get his project finished (of course I spent about 3 hours on the phone w/ him through the process). For those wanting a really big power car. talk to Mark, Scott, Joe or Rob. True a LOT of big checks are involved, but aso a lot of heartache.

 

Just don't ask Sean about duration,lift@50 or lobe seperation.I better stop there or he will be callin & asking what in the hell I'm talking about.

 

Lift@50, is that what your face needs, Walnut

And your lobes are separated by a cavernous empty space, yes

 

http://www.youtube.com/watch?v=kkX0VVuCeFU

 

FWIW I made 657rwhp with stock intercoolers and stock headers. There is a choke point yes, but where it is... is not really known.

If I remember correctly Scott's (Divexxtreme) used a modified stock header..

Only reason why I have aftermarket is due to the fact I wanted external wastegates and didn't want to fool around with having to possibly messup a weld and ruin a stock set of headers.

Intercoolers on the other hand are a decent upgrade depending on what type of environment you live in. Here in Texas we get a good amount of heatsoak due to our ever so ****ty weather. Up north you may not have to deal with it as much. You will not see any real hp gains on a dyno with new intercoolers, but if you did back to back to back to back etc.. dynos you would see the difference (you would not be losing power).