How to remove clutter from 993/964 engine compartment
06-01-2013, 08:37 AM
#16
Here are the dyno results for the 3.9 liter engine.
I will take the our custom GT3 intake with resonance flap any day over the Varioram. It probable weighs half of what a Varioram does, and "if" we thought a Varioram could top this torque curve it would be on the engine. The throttle on a Varioram would have to come off and some sort of air filter/air intake adapter required, since this is a slide valve engine, but the same applies if we were using individual throttle bodies. There is never enough time to try all the options with the small work force we have. If the Varioram was better, the factory would have used it on the RSR I would think.
If someone would like to pay for the install of the Varioram, the extra wiring involved and dyno mapping I would be glad to do it. Results?????? It's all about what the customer wants.
If you need heat then we can do that too.
You want A/C...no problem, more clutter.
Attachment 732564
I will take the our custom GT3 intake with resonance flap any day over the Varioram. It probable weighs half of what a Varioram does, and "if" we thought a Varioram could top this torque curve it would be on the engine. The throttle on a Varioram would have to come off and some sort of air filter/air intake adapter required, since this is a slide valve engine, but the same applies if we were using individual throttle bodies. There is never enough time to try all the options with the small work force we have. If the Varioram was better, the factory would have used it on the RSR I would think.
If someone would like to pay for the install of the Varioram, the extra wiring involved and dyno mapping I would be glad to do it. Results?????? It's all about what the customer wants.
If you need heat then we can do that too.
You want A/C...no problem, more clutter.
Attachment 732564
whats the torque curve look like below 4k, what's the idle and low speed behavior like?
06-01-2013, 10:46 PM
#17
Various 964/993 custom intakes
I can't think of any downsides to any of the different intake combinations that we do. As far as heat sink, we monitor intake air temps on the road and track. They tend to be around 10 degrees hotter than ambient.
Driveability is in the tune...they drive as good as a factory car with no stalling.
As far a weight of the systems, here are the facts....
993 Varioram, complete intake including adapters to head, no air filter=36 lb.
964 plastic intake complete as in photos below, optional silver color=10.5 lb.
997 GT3 late style plenum=14 lb.
GT 3 intake complete as seen in yellow 993 pictures=12 lb.
Rothsport GT 3 carbon intake complete=6 lb.
First set of photos go to a 3.6 street engine with Rothsport heat exchangers stock Dasnsk Sport muffler, Motec M84, wiring hanging on engine is a nice package that goes into cockpit, I use the factory engine harness with Deutsch connectors to the Motec harness. This engine was dynoed with both the plastic intake and the GT3 for comparison purposes. We chose to use the black plastic (now silver) for various reasons.
Driveability is in the tune...they drive as good as a factory car with no stalling.
As far a weight of the systems, here are the facts....
993 Varioram, complete intake including adapters to head, no air filter=36 lb.
964 plastic intake complete as in photos below, optional silver color=10.5 lb.
997 GT3 late style plenum=14 lb.
GT 3 intake complete as seen in yellow 993 pictures=12 lb.
Rothsport GT 3 carbon intake complete=6 lb.
First set of photos go to a 3.6 street engine with Rothsport heat exchangers stock Dasnsk Sport muffler, Motec M84, wiring hanging on engine is a nice package that goes into cockpit, I use the factory engine harness with Deutsch connectors to the Motec harness. This engine was dynoed with both the plastic intake and the GT3 for comparison purposes. We chose to use the black plastic (now silver) for various reasons.
Last edited by rsscotty; 05-08-2014 at 12:02 PM.
06-14-2013, 12:56 AM
#22
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06-14-2013, 05:42 PM
#23
Race Car
I can't think of any downsides to any of the different intake combinations that we do. As far as heat sink, we monitor intake air temps on the road and track. They tend to be around 10 degrees hotter than ambient.
Driveability is in the tune...they drive as good as a factory car with no stalling.
As far a weight of the systems, here are the facts....
993 Varioram, complete intake including adapters to head, no air filter=36 lb.
964 plastic intake complete as in photos below, optional silver color=10.5 lb.
997 GT3 late style plenum=14 lb.
GT 3 intake complete as seen in yellow 993 pictures=12 lb.
Rothsport GT 3 carbon intake complete=6 lb.
First set of photos go to a 3.6 street engine with Rothsport heat exchangers stock Dasnsk Sport muffler, Motec M84, wiring hanging on engine is a nice package that goes into cockpit, I use the factory engine harness with Deutsch connectors to the Motec harness. This engine was dynoed with both the plastic intake and the GT3 for comparison purposes. We chose to use the black plastic (now silver) for various reasons.
Driveability is in the tune...they drive as good as a factory car with no stalling.
As far a weight of the systems, here are the facts....
993 Varioram, complete intake including adapters to head, no air filter=36 lb.
964 plastic intake complete as in photos below, optional silver color=10.5 lb.
997 GT3 late style plenum=14 lb.
GT 3 intake complete as seen in yellow 993 pictures=12 lb.
Rothsport GT 3 carbon intake complete=6 lb.
First set of photos go to a 3.6 street engine with Rothsport heat exchangers stock Dasnsk Sport muffler, Motec M84, wiring hanging on engine is a nice package that goes into cockpit, I use the factory engine harness with Deutsch connectors to the Motec harness. This engine was dynoed with both the plastic intake and the GT3 for comparison purposes. We chose to use the black plastic (now silver) for various reasons.
06-15-2013, 02:44 AM
#24
Plastic intake vs. GT3
That is not an easy question to answer..We pick the intake based on what the engine internal configuration is and exhaust system. On a 3.6 as in the one above with the silver intake, it made around 320hp with the plastic intake and the exhaust shown with a Dansk sport muffler. The GT 3 intake on this engine made more top end horsepower, but resulted in a large torque loss from 3-4500. So, since this was built for street use we decided we did not want to lose the bottom end torque. The GT3 intake is larger volume internally and works best on larger displacement, custom cyl. heads, higher compression, race exhaust engines, 3.6 full race up to 4.0 liters.
So the plastic intake shines on engines from 3.0 to 3.6, horsepower limited to around 320. No torque slumps in the power band with the properly tuned resonance rpm switching which varies between 5200 and 5800, and is very sensitive to where it needs to be..depends on engine configuration. We know where this sweet spot is from extensive dyno testing on multiple engines. If you are off by 25 rpm one way or another from the so called sweet spot, your torque line takes an abrupt dip for a couple hundred rpm.
So the plastic intake shines on engines from 3.0 to 3.6, horsepower limited to around 320. No torque slumps in the power band with the properly tuned resonance rpm switching which varies between 5200 and 5800, and is very sensitive to where it needs to be..depends on engine configuration. We know where this sweet spot is from extensive dyno testing on multiple engines. If you are off by 25 rpm one way or another from the so called sweet spot, your torque line takes an abrupt dip for a couple hundred rpm.
06-15-2013, 10:20 AM
#26
That is not an easy question to answer..We pick the intake based on what the engine internal configuration is and exhaust system. On a 3.6 as in the one above with the silver intake, it made around 320hp with the plastic intake and the exhaust shown with a Dansk sport muffler. The GT 3 intake on this engine made more top end horsepower, but resulted in a large torque loss from 3-4500. So, since this was built for street use we decided we did not want to lose the bottom end torque. The GT3 intake is larger volume internally and works best on larger displacement, custom cyl. heads, higher compression, race exhaust engines, 3.6 full race up to 4.0 liters.
So the plastic intake shines on engines from 3.0 to 3.6, horsepower limited to around 320. No torque slumps in the power band with the properly tuned resonance rpm switching which varies between 5200 and 5800, and is very sensitive to where it needs to be..depends on engine configuration. We know where this sweet spot is from extensive dyno testing on multiple engines. If you are off by 25 rpm one way or another from the so called sweet spot, your torque line takes an abrupt dip for a couple hundred rpm.
So the plastic intake shines on engines from 3.0 to 3.6, horsepower limited to around 320. No torque slumps in the power band with the properly tuned resonance rpm switching which varies between 5200 and 5800, and is very sensitive to where it needs to be..depends on engine configuration. We know where this sweet spot is from extensive dyno testing on multiple engines. If you are off by 25 rpm one way or another from the so called sweet spot, your torque line takes an abrupt dip for a couple hundred rpm.
