Hey come on Al tell us how RATL was in the turbo.

 

Calling NEIL...

Please return my phone calls or emails

?????????????????????????????????????????????

 

Ahhh Neil - call Woodster back would ya

I took a little spin in AL's Beast and all I can say is that it hits hard and it hits fast. Deceptive would be a good word for it. As it isn't a large amount of torque that was just shoved down your throat( although some like that IE VIPER, ZO6 ) but more refined in the fast acceleration. The boost comes on early and comes on fast. LAG? What LAG? It's not brutal but it does hit hard as you row through it.

The power is useful throughout the band.

Al you have something special there. I know its not Torque monster like the VIPERs or ZO6's but I would put it up against it.

 

Yeh life begins @ 8K

 

Yeah, Neil ^^^^^^^^^ what he said.

you know my number, use it.

 

Here's how I spell the summation of my Road Atlanta experience last weekend: CAUTIOUS. I only got two and a half sessions on Sunday due to a family illness, but Neil Orton was kind enough to have the car full of fuel and ready when I arrived at the track Sunday. The car was very responsive with the starting suspension set-up that Neil did. Even the starting tire pressures were spot-on and I finished the sessions with about 40 psi at all corners. Too much camber for my present driving style, though. Insides were about 15 degrees hotter than the outsides on first two times out, but after the last session there was only an 8 or 9 degree difference but I pushed a little teeny bit harder during the last run of the day. I could get used to that bring it to the track and I just show up, kind of treatment. :-)

The car performed beautifully and I performed? Uh, well let's just say I ran pretty good lines albeit very slowly. Most lap times on my Performance Box were in the 1'50" range. This is my first-ever Porsche TT and I had virtually no time behind the wheel before I was cast onto an un-forgiving race track. The power, at its present level, was very controlable and linear.

The Blown 6 intercoolers are arriving today as is a new file for the ECU which Neil says will be much more agressive. The present file is boosting a consistent 1.2 bar all the way to the 7,900 RPM red line. I should get the car back this weekend in time to drive to Roebling Road for another event, my first with NASA. From the Google Earth view, it looks like a much safer track with a long front straight so the car can stretch its legs. That should be fun.

I already have more power that is really necessary for track events at my level of skill but this is primarily a street car and I want lots of torque for good old straight-line acceleration. The German tuner who writes the maps is supposed to return at some point and then I am to then get an ECU with 3 E-Proms, one of which will be a low-boost program for track and auto-x events, and for those un-lucky times when I might get caught in a downpour. The 3 programs are to be switchable on the fly.

 

Al what mods do you have and what horsepower are you running? Did you run street tires or track tires? 40 psi hot is too much you should shoot for 37 rear hot and 32 to 34 hot front.

 

Right to the track with no mechanical issues is impressive. Nice first outing.

 

Hi Buddy,

I'm clueless as to the HP or torque. Doubt if I'll ever bother putting it on the dyno. I know it's a controversial subject on this board, but I see dynoing to be good for only a couple of things. Firstly to see torque curve and how long it plays out and secondly to give a relative idea as to changes in the Tq. lines when doing further mods. You can never get real-world data from those things BC the fans don't reproduce actual road conditions. I think optimal tweaking of maps could only be done with a laptop hooked up and several good 4th-gear blasts down the highway. that won't be me driving, though.

When I get the final mapping done, I'll post some 60-130 data and that should give a relative idea of torque, etc. for those of you who are into extrapolation.

Mods arent too lengthy, but the air goes through as follows: Stock air box to different MAF tube (stock MAF), to stock intake plenum to after-market metal runners, to larger turbos (some K24 hot side mated to some Garrett compressor---I don't know which one), to stock downstream piping throuth Blown 6 intercoolers through stock y-pipe and throttle body and stock heads with modified cams lifting stock valves with stock springs to stock pistons resting on Carrillo rods. Fron thence traveling through after-market headers to an exhaust system that Neil Orton plans to market in the states under his own name.

There is an auxiliary fuel pump with 5 bar FPR and larger Bosch Motorsport injectors. LWFW and one of the Sachs clutch packages--I don't know which one. The ECU program has been provided by some German tuner and ultimately I am supposed to have 3 E-Proms, one of which will be a low-boost map for track and auto-x.

This will be another controversial statement. Red-line is 8,000 in 1st, and 7,900 in the rest of the gears. Let's see how the valve train likes it. Time will tell. The German tuner assured me that no changes needed to be made, so I went with his recommendation.

Present boost is 1.2 bar and that is more than adequate for my skill-set on the track.

Tires are 235 and 315 nitto NT-01's and I used the hot pressure of 40 lbs. recommended by the Nitto engineer with whom I spoke.

Car is 02 Arctic Silver AWD weighing 3410 on corner-balancing scales without driver or ballast and approx. 1/2 tank of fuel.