Absolutely, 5 seconds is an eternity on a track, but it is a mere 5 seconds when you consider that those 5 seconds cost 40,000 dollars a second. Learning how to drive can easily add up to 40,000 dollars (1 second per 40,000 dollar lap time reduction). I can live with being 5 seconds slower for that price. I'm sure if you put me in the cup car and Tiff or Mike (TPC) in an RS, they would kick my ***. Here is that video, I found it on another forum.

http://www.trackpedia.com/forums/showthread.php?p=26250

 

Remember, Porsche has to design and manufacture their parts to accomodate all types of conditions and markets. AWE doesn't. They specialize for the "racing" market where they are not regulated by such Federalization. If they can show proof that their design does create gains, then I'm in line for one. Hopefully, they will provide a before and after dyno.

 

Todd's response shows that he is confident and a straight shooter. I am very impressed. I look forward to seeing the bench and real world test numbers.

I also appreciate the non-confrontational manner that 9Eleven posted. (Makes for an enjoyable topic to follow!)

Regarding the 5th Gear - Tiff Needle GT3RS vs. GT# Cup Car.
They stated that both cars ran around the same money, but that the gearing of the Cup car was more suited to the track, Additionally - The Cup Car was running slicks.

I would enjoy seeing Tiff (He is a joy to watch!) flog a standard 997 GT3, the RS, and the Cup with identical tires.

Back on topic, specialists will always be able to build a better mousetrap, but can they stand the test of time? And what are the gaurantee's with regards to the original warranty and the aftermarket part warranty.

These are the main considerations for any new car IMHO.

Good luck with the development Todd.

Brian

 

The concept of Porsche having to set a design standard that is some level of compromise, for a street registerable, DOT appproved vehicle makes complete sense here also. Not being bound by the same sound level, longevity, fuel, and other factors gives the aftermarket tuner an area to capalitize on. That being said, Porsche has apparently used resonance and sound pressure wave dynamics to scavenge the exhaust, so any menanigful improvement must be systemic, or loose the gains that Porsche has developed into the stock system. What is the projected weitght savings ?

 

sounds very promising. cant wait to hear it!

 

I will post a dyno chart closer to release date. While the gains are impressive on their own, I feel that the dyno chart will have the most impact coupled with pictures and text that highlight some of the engineering that went into this system. Peak gains were substantial, and midrange torque gains were a real eye popper!

Also a note about dyno testing the GT3: like most other late model Porsches, it takes a careful hand on the dyno to obtain meaningful results. It is very easy to undercool/overheat the GT3 and cause it to jump to a more conservative timing map, regardless if stock or modified. Further, ECU adaptation to mods takes several dyno pulls to be completed.

Thus, to obtain meaningful results, you must do literally a few dozen pulls stock and modified, while also carefully cooling the engine.

 

Brian,

Thanks for the kind words. Those are some hot looking tool chests you got there!

 

Bob,

Here is the breakdown:

Stock primary muffler 22lbs each (44lbs total)
Stock secondary muffler and tips 20lbs
Stock headers and cats 11.25lbs each (22.5lbs total)
Stock exhaust system 86.5lbs total

AWE mufflers and tips 14lbs each (28lbs total)
AWE cat section 9lbs each (18lbs total)
AWE header 8.5lbs each (17lbs total)
AWE exhaust system 63lbs total

23.5lbs less than stock

 

how about making it in titanium to save more weight?

 

I’m in on spending more for a lighter titanium system as well. However, there could no performance losses because of resonance tuning issues between the two different metals.

Todd, I am sure you did not mean to miss the part of the question about also displaying the test cars stock hp dyno numbers too?

 

To be honest, we do not have a lot of experience with Ti, nor do we plan on gaining any.

Titanium is not as dense a metal as stainless steel, and hence it has dramatic impact on exhaust tone. It tends to have a higher pitched, metallic sound to it due to the way it reacts to sound waves.

Given that sound is as much a priority on users lists of exhaust qualities as power, we do not want to risk alienating a large part of the exhaust buying public because of an objectionable exhaust note. If it sounds like crap, the far majority of people won't care if it saves a few lbs (GT3 crowd not exempt here).

Plus, we are not convinced of Ti's ability to withstand track usage. Either there is a general lack of ability out there to properly construct Titanium race exhausts, or there is a propensity for Titanium welds to crack. No matter what the cause may be, we have seen a lot of failed Titanium welds out there and we have not seen enough market demand to start experimenting on our own with this unforgiving material. The last thing we want to do is harm our reputation with an unreliable system design.

Regarding the dyno tests: we will of course include an average stock exhaust system baseline for comparison.

 

Todd,

I agree with your concerns on noise and certainly for track purposes I have yet to see very few if any Ti exhaust stand up, at least for the cars I have owned. Track reliability is a concern especially since I am confidant that your company will produce a product that will enhance the performance of the GT3/RS. With that being said, has your company looked at using Inconel, at least for the headers?

I personally am really looking forward to hear more in the coming weeks.

 

Ditto - We have not been able to update our site for a while, but I will send you some pictures of our latest. Lexus of Bellevue, A Million Dollar (In our toolboxes, workbenches and cabinetry - Alone)
67 bays - 22' long (As Dual Bays) Completely custom Technician Benches.

Cheers.

 

We did look into inconel, as the RSR/Daytona Cup Car headers are inconel tubing, but from a cost/performance persepctive, we decided not to use it.

(I use the "RSR/Daytona Cup Car header" term loosely, as there is actually some minor geometry differences between the two, but their overall design is very, very similar)

Our reasoning is that while inconel has superior heat resistance properties, and may be appropriate for sustained high speed use during an endurance race, it is for all intents and purposes overkill for a double duty street car like the 997 GT3. Further, Inconel tubing would increase the kit price by at least 25% (for reference the RSR/Daytona Cup headers are $12k per set!).

However, we did see the need to use 321 stainless for the header primaries and collectors due to the regularly seen exhaust temps on this high revving engine.

 

More sneak peeks:














This first production system is scheduled for track testing at Watkins Glen over the next two days. We will do a post operational check when the car returns, and if everything meets our standards, we will do a formal public release.

Any questions, let me know!