Looks like the Stage 2 programing is best suited to the stock airbox, and the GT800 is least suited.

 

I haven't dynoed the IVGT kit as of yet.

 

I think it will be generally true that the higher the state
of performance a 996tt is at, the more help this unit
will be. If the stock filter box is a choke point, the worse
it's going to be the more air you're trying to pull. I don't
know why the benefit to the stage 2 is less than stock,
except perhaps that the stage 2 already includes a freer
air filter? Once air is constricted and causes non-laminar flow,
it takes an increasing amount of energy to get more flow.
That's why, I believe, that we're seeing super-linear
improvements with the stage 4's etc.
Joe

 

Shouldn't they just include that intake in the 800 package? How in the world does the intake add so much power on that package?

 

I'm thinking this intake, along with the FVD Aluminum Intake Plenum will work nicely with the Stage 4GT programming (91 octane). The program seems to be a touch rich by examining the color (black) of the exhaust tips with the stock parts. Would you agree?

Mike

 

Mike that's the same intake I use and it worked really well on my car. My turbos are the big dogs and they _need_ air... The Tip stock intake plenum is even worse than the 6speed one for restriction

 

Alex - all that extra air volume isn't going to get things too lean, is it?

 

On the higher hp kits there will/is a different file to take care of that

 

An intake can add that kind of power when restriction is in play. There are several areas that would slow it down. If you had the 800 kit and didn't have the inlet pipes the gains wouldn't be as large. You still end up with a bottle neck. With both systems in play the venturi throws air in to the system if you will. A venturi speeds air up across what ever plane it moves over. That air gets to the turbos faster...You know the rest of the story.

As far as stock verses stage II, hard to say. Todd uses a DynoJet and I use a Mustang. Car could have been hot etc. I used what dyno I had on file from them.

Stay tuned...the testing is not done yet.

 

Why is the left side ( cone area ) open ( although " sealed " against the solid part of the deck lid ) since the OEM cold air intake on the right is still being used ?
Wouldn't it have been simpler to just put the cone side in a fully enclosed box ?

 

If you look at the intake and where it sits as well as he deck lid when closed it seals against the shroud. So air does not hit it, it is passed from the original inlet of the tail then over to the cone.

 

That's my point . Why engineer in the gasket to "approximately" but not 100 % seal against the shroud, when it would seem to be a cheaper and " cleaner " solution to have had a completely closed system after the opening on the right , save for a bolted on panel on the left to service the filter .

 

Because if you build an enclosure to house the unit in the engine and under the deck lid you reduce the volume of that area. The idea is the volume and flow has been increased. The box would only limit that ability.

 

But isn't the " volume " of the immediate filter area still limited by the size of the cold air opening on the right ?

 

If you enclose the box you reduce the size of the venturi as well. You reduce the size of the venturi you reduce the velocity. It is not limited based on flowbench and dnyo test. Close it in and it would not make the same power.