The Ultimate GIAC/Champion Motorsport 68mm VTG Upgrade Thread!
#92
Here is a race from a recent airstrip event, No Fly Zone in Bakersfield, CA. This race is against a Mustang GT500 with a 4.2L Kenne Bell supercharger upgrade. The driver claimed that the car was making 750 wheel horsepower.
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#95
I was able to get the vbox on the car for a couple runs at Shift Sector. Elevation was just over 400 feet, temperatures at 90 leaving us in a sauna-like density altutide of 2800 feet
Vehicle is full weight, OEM tires and wheels. We also dialed back the power slightly, as we have a good knowledge at this point of where this setup will begin to stress the connecting rods. Power was at 660 whp and 660 wtq for these runs.
I'll have some more runs soon in a more favorable DA, so we can see what the stock motor setup can really do.
6.76 60-130
0.7% decline
Vehicle is full weight, OEM tires and wheels. We also dialed back the power slightly, as we have a good knowledge at this point of where this setup will begin to stress the connecting rods. Power was at 660 whp and 660 wtq for these runs.
I'll have some more runs soon in a more favorable DA, so we can see what the stock motor setup can really do.
6.76 60-130
0.7% decline
2 years ago when I was still running my FVD's 66mm VTGs with a Protomotive tune and a 2,5' exhaust my very best time was 6,21' at the 60-130, average 6,75'.
My best dyno at this point was 670 Crankhp/905CrankNm on a Superflow 4x4 dyno, which nearly equals this car's Wheel power and torque, meaning at least +15% at the crank if I'm right.
How can we have so much different difference with equal times?
(PS:my 6,21' is registered in the 996TT's times thread)
#96
Interesting in the relation "times vs power",
2 years ago when I was still running my FVD's 66mm VTGs with a Protomotive tune and a 2,5' exhaust my very best time was 6,21' at the 60-130, average 6,75'.
My best dyno at this point was 670 Crankhp/905CrankNm on a Superflow 4x4 dyno, which nearly equals this car's Wheel power and torque, meaning at least +15% at the crank if I'm right.
How can we have so much different difference with equal times?
(PS:my 6,21' is registered in the 996TT's times thread)
2 years ago when I was still running my FVD's 66mm VTGs with a Protomotive tune and a 2,5' exhaust my very best time was 6,21' at the 60-130, average 6,75'.
My best dyno at this point was 670 Crankhp/905CrankNm on a Superflow 4x4 dyno, which nearly equals this car's Wheel power and torque, meaning at least +15% at the crank if I'm right.
How can we have so much different difference with equal times?
(PS:my 6,21' is registered in the 996TT's times thread)
The only times run on this car were in what could be considered poor conditions. On the track, it was beating cars that claim to normally run high 5's 60-130, so I would say that given what the conditions were at the track, this car could go a lot faster. Most customers just prefer to see how their car runs in all conditions, rather than just ideal ones.
#99
Interesting in the relation "times vs power",
2 years ago when I was still running my FVD's 66mm VTGs with a Protomotive tune and a 2,5' exhaust my very best time was 6,21' at the 60-130, average 6,75'.
My best dyno at this point was 670 Crankhp/905CrankNm on a Superflow 4x4 dyno, which nearly equals this car's Wheel power and torque, meaning at least +15% at the crank if I'm right.
How can we have so much different difference with equal times?
(PS:my 6,21' is registered in the 996TT's times thread)
2 years ago when I was still running my FVD's 66mm VTGs with a Protomotive tune and a 2,5' exhaust my very best time was 6,21' at the 60-130, average 6,75'.
My best dyno at this point was 670 Crankhp/905CrankNm on a Superflow 4x4 dyno, which nearly equals this car's Wheel power and torque, meaning at least +15% at the crank if I'm right.
How can we have so much different difference with equal times?
(PS:my 6,21' is registered in the 996TT's times thread)
In Excellence #215 (Dec 2013) was a story about 991 turbo's introduction. The author, Ian Kuah, was interviewing August Achleitner about 991 turbo's technical stuff.
AA: " We used a slightly smaller impeller to reduce inertia and improve spin-up time. The turbine housing is unchanged, so we retained the ultimate power ceiling with these particular turbo units, which is close to 600 hp."
"Although the new exhaust pipes are not actually longer than before, the slightly greater space available between the motor and chassis enabled us to optimize the curvature of the pipes for better gas flow, and the lower backpressure gained through this releases extra power and torque."
So here head of 991 product line states that VTG power output is turbine housing limited around 600 hp. So far there has been no signs that there's different turbine housings in any 997/991 turbos. Neither has any tuning company released such part. Taking into consideration the fact that the factory has to keep certain safety margin (say 20%?), then the turbine side should be maxed out around 720 crankhp. How on earth there's tuning companies that claim 800+ whp??! (with 20% loss about 960 crank...) Of course no-one has released any backpressure figures.
#100
In Excellence #215 (Dec 2013) was a story about 991 turbo's introduction. The author, Ian Kuah, was interviewing August Achleitner about 991 turbo's technical stuff.
AA: " We used a slightly smaller impeller to reduce inertia and improve spin-up time. The turbine housing is unchanged, so we retained the ultimate power ceiling with these particular turbo units, which is close to 600 hp."
"Although the new exhaust pipes are not actually longer than before, the slightly greater space available between the motor and chassis enabled us to optimize the curvature of the pipes for better gas flow, and the lower backpressure gained through this releases extra power and torque."
So here head of 991 product line states that VTG power output is turbine housing limited around 600 hp. So far there has been no signs that there's different turbine housings in any 997/991 turbos. Neither has any tuning company released such part. Taking into consideration the fact that the factory has to keep certain safety margin (say 20%?), then the turbine side should be maxed out around 720 crankhp. How on earth there's tuning companies that claim 800+ whp??! (with 20% loss about 960 crank...) Of course no-one has released any backpressure figures.
Trust me...the power output of the turbine housing is not maxxed out at 720 crank hp. That information may be true if you leave the compressor wheel and housing untouched. But as soon as you change the compressor, you can definitely make more HP. Tuners have been putting out more power then that for years, even in Europe.
#101
Well, for another update here is a race against a Mercedes E63S with a Weistec turbocharger upgrade (claimed 700 wheel horsepower). I think it's safe to say this Porsche is making over 720 at the crank .
#102
A rematch with yumaverick at the last Shift S3ctor event. There was a little confusion on the starting point, hence the jump at the beginning. Note the final trap speeds. These are among the fastest stock-internal Turbos we've seen come out.
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#104
Switzer car = 166.91
I believe longboarder was trapping in the 163-164 range, but he would need to confirm.
#105
The reason my trap was lower is because I short shifted 5th and 6th gear to decrease stress on the engine. I did the same thing against longboarder. He even noticed why he picked up speed when I was going from 5th to 6th. No way would he have trapped higher if I didn't do that. I was trapping 8mph higher at willow and did a 174 at shift sector earlier in the day. Great race though.