BBiAutosport

Attachment 1344394
BBi Autosport Porsche 991 Turbo Stage 2 Power Package



BBi Autosport is pleased to announce the release of our Stage 2+ Power Package for the Porsche 991 Turbo and Turbo S models. After more than a year of development and testing with our dedicated technical partners Cobb Tuning and IPD Plenum, BBi Autosport has finally created a bolt-on tuning package that delivers significant performance gains reliably in a straight-forward and easy-to-install package.

Cobb Tuning brings a wealth of knowledge with ECU tuning since 1999, and BBi Autosport has been instrumental with helping Cobb Tuning's development for all applications since its first foray into the Porsche market in 2014. In a similar fashion, IPD has been developing patented intake plenum upgrades for Porsche vehicles since 2004 - now covering more than 30 applications distributed worldwide - and continues to share the same facility and technical resources with BBi Autosport to deliver the most innovative Porsche engine upgrades. Combining all of our expertise and engineering capabilities, all components of our BBi Power Package are designed and developed at our facility to work in perfect harmony with each other and deliver reliable and consistent results.


This package includes: Cobb Tuning Accessport V3, IPD Plenum, IPD Y-Pipe, and BBi Barcode Exhaust System

Cobb Tuning Porsche 991 Turbo Accessport V3



No performance upgrade is complete without a tune to reliably extract as much power as possible while maintaining excellent drivability and consistent results. The Accessport for the 2014 2015 Porsche 911 Turbo and Turbo S is the ONLY handheld flash option. Being the world's best-selling and most flexible ECU upgrade solution, the Accessport V3 comes with Stage 1 and Stage 2 Off The Shelf maps as well as complete custom tuning capabilities for any modification level.

Features

• Power Gains: Stage 1 increases power throughout the low and mid-range with maximum gains of around 60 whp are seen between 3000-4000 RPM. Low-end torque is increased by over 100 ft./lbs! Stage 2 gains 120 ft./lbs down low and nearly 100 hp. at peak.

• Simple Installation: Everything is included for the simple installation you can do in your driveway! Intuitive on-screen instructions identify your exact vehicle, saves stock vehicle data, and displays available OTS maps.

• Change Maps: Store up to 100 maps from our OTS map database or from your favorite COBB tuner and quickly switch between them for any need.

• Vehicle Upgrade Support: As you continue to modify your car, Accessport maps can be used to optimize performance upgrades. Changing the map can be done in less than 1 minute in your driveway.

• In Car Mount: The Accessport can be mounted in vehicle to allow you to monitor the performance data.

• Data Logging: Record multiple data channels simultaneously for in-depth evaluation of engine performance. Stores up to 1 hour of continuous data.

• Gauges: Use your Accessport as a gauge to monitor boost or any other live information, directly from the ECU.

• Trouble Codes: Read engine trouble codes to diagnose issues. Clear them when resolved. Prevent expensive trips to the dealership.

• Full Uninstall: Using the Uninstall option will completely remove our programming from the car’s ECU. It is then able to be re-installed after a dealer visit or on another vehicle.

BBi Porsche 991 Turbo Barcode Exhaust



Features:

• Produces more aggressive exhaust sound
• Reduces restriction to increase horsepower, torque, and improve throttle response
• Crossover X-Pipe to balance exhaust from each cylinder bank
• 304 stainless steel aerospace tubing
• 3" diameter piping throughout system
• Meticulously TIG welded
• Brushed stainless finish
• Significant weight savings
• HJS OBD2 compliant 200 cell catalytic converters
• No CEL (Check Engine Light)
• Direct bolt on replacement
• Stylish design with laser etched BBi logo
• Optional high temperature black ceramic coatings available
• Handcrafted in the USA
• For off-road use only

IPD Porsche 991 Turbo /S Plenum



The revolutionary and patented design of the IPD Porsche Plenum improves intake air flow by replacing the factory plastic "T" style design with a more efficient, precision casted aluminum "Y" design. The fundamental purpose of a plenum is to deliver smoother air at a higher velocity with greater efficiency. The IPD Plenums distribute the air flow more effectively while reducing pressure drop at the throttle body inlet by utilizing a true merge collector and dimpled interior surfacing.

IPD 991 Turbo /S High Flow Y Pipe



To further improve airflow, the innovative IPD High Flow Y-Pipe design is a direct fit OEM replacement that is not only larger but also utilizes “non-round” runners, in addition to the same design principles as the plenum. These improvements of the Y-Pipe alone delivers an additional 35+ wheel HP, 40+ Foot Pounds of Torque. Together, the IPD Plenum & Y-Pipe increase horsepower and torque well above the factory power curve from launch to redline. The result will be smooth and linear power with considerably quicker boost response creating a longer and more desirable power band.

IPD 991 Turbo Plenum & Y-Pipe Features:

• Increases horsepower, torque, and boost responsibly optimizing air flow efficiency
• Designed with 3D Modeling & Computational Fluid Dynamics software
• Utilizes diversion splitter and dimpled interior surface eliminate turbulence and increase air flow
• High quality cast aluminum construction
• Direct fit OEM replacement
• Made in USA

To place an order or for all questions & inquiries, please email Jerry@BBiAutosport.com or Sales@BBiAutosport.com

International shipping is available and wholesale inquiries are welcomed. BBi Autosport products are also available worldwide through our growing dealer network in North America, Latin America, Europe, Middle East, Africa, Asia and Pacific. BBi Autosport is always actively working to expand our dealer network worldwide to grow the distribution of our products and better serve our growing client base.

About BBi Autosport



Based in Southern California, we are a Porsche tuner and parts manufacturer. BBi Autosport was founded in the summer of 2005 with the mission of bringing artistry and craft to the Porsche tuning industry. We are committed to producing proven performance upgrades that are manufactured to the highest quality standards. With our new bigger facility, new staff and new product catalog this year, we are a one-stop shop and excited to offer everything from race car builds to scheduled factory maintenance.

With over 30 years of combined motorsport history, BBi’s operation is truly unique. Racing traditions run deep here at BBi Autosport. As the company's founder and technical director, Betim Berisha has worked in Racing for many years at prestigious events like the 24 Hours of Lemans and 24 Hours of Daytona. First for Fordhal Motorsport working on their GT3RS and Saleen S7 in ALMS and Grand Am series, Alex Job Racing on their ALMS GT3RSR, J3 Racing working on their GT3RSR and then Porsche Motorsports North America as their dyno tech an supporting Porsche teams at ALMS, Grand Am, Speed World Challenge events. Sharing the same passions, most of BBi's support and shop staff have also previously worked for other motorsport programs. Being a one-stop shop, BBi Autosport is equipped to offer everything from hand-built hard goods to championship-winning GT3 Cup Cars.

BBiAutosport

Additional Pictures and Details:

BarryC

Hi - I can't find this on your website. I'm wanting to know how much?

Thx,
Barry

BBiAutosport

Hi Barry,

Thank you for the interest. All the components to this package are available on our site individually.
Please email us directly at Sales@BBiAutosport.com for a complete quote.

- Jerry@BBiAutosport.com

PMNewton

Do you have to leave the COBB plugged in all the time for it to work?

- Patrick

BBiAutosport

PMNewton,

That is a very good question. It does not have to be plugged in

- Jerry@BBiAutosport.com

m42racer

• Reduces restriction to increase horsepower, torque, and improve throttle response
• Crossover X-Pipe to balance exhaust from each cylinder bank

Could you please explain to me "how" the above statements can have this type of effect in a Turbo engine???

Are you saying the exhaust back pressure after the Turbine housing is greater than before the Turbine housing, therefore by lowering this back pressure you are making the engine more responsive, and more performance. This would apply for a normally aspirated engine but Turbo???

A X over after the Turbine housing has an effect on balancing the exhaust?? What are you balancing??? Noise???

Is this a case of over zealous salesmanship???

speed21

X pipe crossover appears to be a very popular marketing gimmick many are using these days on the Porsche forums because it looks fancy and buyers obviously love that look thinking it is doing something more positive as the marketers are spruiking. Like yourself I'd dearly love to hear how it balances the cylinder banks on a turbocharrged engine when the turbos are an obstacle in the direct path of any scavenging affect downstream of the turbo units and, any cylinder bank balancing benefit/effect taking place as well (downstream of the turbos).

I do know that on a naturally aspirated engine an X design can have a positive effect (depending upon the engine type and the overall system design) but on a turbo? I just can't see how it possibly could and would need to see scientific testing data before I bought any story suggesting otherwise. The other very obvious and concerning counter productive issue which I have noticed (aside the flow restriction of the X) is the position of the cats downstream. These are best located directly behind the turbos so they heat up to operating temperature as quickly as possibly and, maintain that temperature evenly and consistently. Given these cats appear to have no insulation either also places the cat efficiency and longevity right out on a very questionable limb. I would dearly love to see some scientific emissions testing data on this system to show just how efficient or inefficient the cats now are in this downstream location. Surely BBI has this data to be able to make the claims they currently are on this system design? Or are the cats just there as a decoration to appease those that want a catted system?

BBiAutosport

Thank you guys for asking these questions. When we design our exhaust systems, we focus on areas that can be improved upon which includes performance, sound, weight savings, and fit and finish.

To simply put it, both the x-pipe and placement of the catalysts are functional. For instance, the catalyst are placed away from the turbos to improve flow and allow the turbochargers to spool up faster. The location does not significantly affect the efficiency of that catalysts as it does not trigger the check engine light or deficiency codes. If we simply wanted to appease those who wanted a system with a catalytic converter, we would have taken an easy route placed them right behind the turbochargers like most other companies.

While we really enjoy educating our prospective customers about the theories behind the design of our products, we can definitely discuss this more in-depth or do a detailed write up or video in the near future.

BBiAutosport

Additional Beauty Shots of the IPD 991 Turbo Y-Pipe & Plenum

IPD 991 Turbo Y-Pipe











IPD 991 Turbo Plenum



- Jerry@BBiAutosport.com

m42racer

Well that answers that question.

You clearly do not understand the question asked, or the engineering theory involved.

BBiAutosport

Here are some beauty shots of the IPD Y-Pipe and Plenum mocked up and dissected to expose the internal dimpled surface









- Jerry@BBiAutosport.com

speed21

It would be great to see your testing data which would support and qualify the design of your system being an actual advancement/improvement over what is currently on offer in the aftermarket. Many offer Xpipe design much the same as yours (GMG, Kline, speedtech etc etc) but with the same 200 cats placed directly behind the turbo. Other than that there really isn't any physical differences. So the data would indeed prove which design (in terms of cat placement) is indeed better from a performance standpoint, emmission compliance to one side for now.

Without providing data it becomes just another game of marketing and who can sell the best story as there is really nothing tangible to support your claims (no offense).

It would also be great (and beneficial for you) to provide the data (from your testing) which prompted your positioning of the cats further back down the system/pipe? For example. If the system was tested for back-pressure improvements (which surely it was?) then what were the actual numbers before and after the re positioning of the 200 cel cats? To say the turbos spool faster is a hard call to make because the design of the turbo's output already employs the cone design in the casting. So where is the proof? The empty tank now sitting in place of the cat appears a superfluous gimmick without numbers to prove its actual worth. Surely you can see my point?

It is much the same in providing emissions testing data to qualify the actual cat efficiency before and after the placement changes. And, if it doesn't comply with emissions requirements, by how much does it miss the legal mark? And is it better in terms of complying in one position over the other?

Data would also prove cat efficiency was not in-fact further diminished after moving it further down the pipe away from the turbo (heat source). The way i see it is that if a cat delivers only minimal emissions efficiency (from a legal compliance standpoint) then it really becomes an unnecessary obstacle in the system and its presence serves more of a psychological decoration to the purchaser than anything of any real use. It can also become a potentially dangerous obstacle in the context where premature failure occurs due to thermal shock, creating a further blockage in the system which the user won't necessarily feel until it is all too late. That is common story.

From my understanding the cats are moved as close as possible to the engine's heat source these days to ensure fast heat up, efficiency, compliance and longevity. Insulation also provides protection against thermal shock and aids in maintaining an even temperature for efficiency purposes. Yours also have no insulation either which certainly exposes them to thermal shock as well given the location on the vehicle and direct exposure to the elements. Doesn't make for a great long term scenario there unfortunately.

m42racer

Well put. Good excellent questions that should be answered with data or a well conceived response.

The X design was not even given any response. I do not think either the X design concept or the whole exhaust design was conceived from any sort of engineering or testing , but rather built on the car and rushed to market to get sales. It appears that if you include all of these neat features (X pipe) the product will sell regardless if you understand them or not. Its not hard to research the theory of the X pipe design and when and how is should be included. I guess its thought that what looks cool will sell and the customer will never know for the better.

Your points about thermal shock need to be completely understood by potential customers so they understand the dangers involved. If engine damage is all that happens then they have escaped the horror of a complete burn down.

Others exhaust suppliers should take note of these dangers before they make the same mistake.

speed21

I wouldn't wait for any response because what could be said that would be beneficial from a marketing and sales perspective? Maybe it enhances the engine note along the way? Who knows.... Maybe that's it?

I personally didn't bother including the X in my set of questioning to BBI mainly because as you have pointed out, anyone interested in validating the theory of using an X on a turbo engine will come to find the shortcomings from a flow/backpressure perspective but no one appears interested. Fact is it is an unnecessary restriction on a turbo engine hence why you will never see any OEM use it. I guess on a positive note, by replacing the 600 cel stock cats with 200 cel tri flows a flow benefit and reduction in back-pressure is automatically achieved, so handing some of that positive gain back by adding an X in for the sake of making something sexy looking which appeals to the wider audience (who hasn't done their homework nor is even interested in doing so if I may add) isn't the end of the world I guess. Me personally would go with something without a restrictive X and aim for maximum back-pressure relief and max reliability but I'm probably one in a million here. On an NA engine back-pressure is a necessary element so the X works well there and compliments scavenging and balance etc, depending upon the engine type and overall system of course.

In so far as the cats go well I'm astonished so few here (who consider themselves enthusiasts) can actually buy a system for a car like this without asking any questions regarding degree of compromise to emission compliance, loss of cat efficiency, compromised cat longevity and questionable cat reliability. It seems so long as the performance #'s stack up on the dyno graph who gives a flying F how long the cats last? I guess just turn the boost up more if any power loss is eventually felt and keep driving until she blows. Should be out of warranty by then too....and one can always ague what caused the failure out of their campsite. Bad fuel, too rich, too lean, I mean there are a number of legitimate reasons which can be used. Basically, to insulate the cats takes skill, effort hence costs money = less profit. Easier to just say its not needed if questions get asked.