IPD Dyno Test Results
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George from MD (03-31-2020)
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Hyph (01-14-2021)
03-31-2020, 02:34 PM
#4
I saw this vid and thought of posting as well. Very insightful. Saves me from the want to buy an IPD plenum.
And to add to AdamSanta85's reply to Cheshi143's post
991.2 are generous to modifications and getting horsepower out of them is a lot easier (because of the turbo) than an NA motor, so 997NA to 991NA is way more "apples to apples" than 991.1 NA to 991.2 forced induction.
And to add to AdamSanta85's reply to Cheshi143's post
991.2 are generous to modifications and getting horsepower out of them is a lot easier (because of the turbo) than an NA motor, so 997NA to 991NA is way more "apples to apples" than 991.1 NA to 991.2 forced induction.
03-31-2020, 02:43 PM
#6
When it comes to leaving power on the table, I always ask myself why a manufacturer would do that. There are legitimate reasons often cited - cost, emissions, fuel economy targets, reliability, etc.
But today isn't like 20 years ago when manufacturers would often create overly restrictive exhaust and intake pathways. Instead, those have been optimized to allow smaller motors to perform better - both in achieving economy targets and emissions targets as well as output targets. It's very rare to see a better intake design that doesn't sacrifice something else - even filtration now is similarly optimized. It's why so many exhausts are focused on either cat-back or reducing/eliminating cats as the bottleneck and thereby fundamentally altering the emissions output of the vehicle.
IPD has a great reputation. When I see a mid-range gain like the graph above, I ask myself why on a stock vehicle would porsche have left a meaningful mid-range improvement with intake flow?
But today isn't like 20 years ago when manufacturers would often create overly restrictive exhaust and intake pathways. Instead, those have been optimized to allow smaller motors to perform better - both in achieving economy targets and emissions targets as well as output targets. It's very rare to see a better intake design that doesn't sacrifice something else - even filtration now is similarly optimized. It's why so many exhausts are focused on either cat-back or reducing/eliminating cats as the bottleneck and thereby fundamentally altering the emissions output of the vehicle.
IPD has a great reputation. When I see a mid-range gain like the graph above, I ask myself why on a stock vehicle would porsche have left a meaningful mid-range improvement with intake flow?
03-31-2020, 02:48 PM
#7
Rennlist Member
When it comes to leaving power on the table, I always ask myself why a manufacturer would do that. There are legitimate reasons often cited - cost, emissions, fuel economy targets, reliability, etc.
But today isn't like 20 years ago when manufacturers would often create overly restrictive exhaust and intake pathways. Instead, those have been optimized to allow smaller motors to perform better - both in achieving economy targets and emissions targets as well as output targets. It's very rare to see a better intake design that doesn't sacrifice something else - even filtration now is similarly optimized. It's why so many exhausts are focused on either cat-back or reducing/eliminating cats as the bottleneck and thereby fundamentally altering the emissions output of the vehicle.
IPD has a great reputation. When I see a mid-range gain like the graph above, I ask myself why on a stock vehicle would porsche have left a meaningful mid-range improvement with intake flow?
But today isn't like 20 years ago when manufacturers would often create overly restrictive exhaust and intake pathways. Instead, those have been optimized to allow smaller motors to perform better - both in achieving economy targets and emissions targets as well as output targets. It's very rare to see a better intake design that doesn't sacrifice something else - even filtration now is similarly optimized. It's why so many exhausts are focused on either cat-back or reducing/eliminating cats as the bottleneck and thereby fundamentally altering the emissions output of the vehicle.
IPD has a great reputation. When I see a mid-range gain like the graph above, I ask myself why on a stock vehicle would porsche have left a meaningful mid-range improvement with intake flow?
I bet the first 991 GTS that is supercharged by RR makes over 500whp.
I wished that damned Dundon manifold was priced in reality because I would definitely have it.
https://www.porscheengineering.com/filestore/download/peg/en/pemagazin-02-2012-artikel-leistungssteigerung911carreras/default/188a8b1a-c26c-11e4-a19d-001a64c55f5c/The-911-Carrera-S-Powerkit-Porsche-Engineering-Magazine-02-2012.pdf
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03-31-2020, 03:02 PM
#8
The base cars like the one in the video really need a larger throttle body too. The 991.1S comes with this ("GT3" size). This, plus a tune is really where the gains happen. Add a quality set of headers and you pretty much max out what you can expect from bolt ons. My modded 991.1S Cab pulls hard vs a good friend's stock 991.1GTS coupe, especially in the low & mid range. Dyno numbers or not, the performance definitely improved where as before I could not keep up.
The IPD plenum is $ to pay JUST for sound and not as dramatic of a difference as an exhaust but this is an additional benefit. On my 987 I have plenum/filters/headers with OEM exhaust. the induction sound at WOT is spectacular.
The IPD plenum is $ to pay JUST for sound and not as dramatic of a difference as an exhaust but this is an additional benefit. On my 987 I have plenum/filters/headers with OEM exhaust. the induction sound at WOT is spectacular.
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03-31-2020, 04:05 PM
#10
Rennlist Member
Yeah, I haven't seen anyone have one in person, much less anything beyond a random forum post here or there, or a marketing post
03-31-2020, 06:31 PM
#11
Maybe spend your money elsewhere, but everyone is free to do whatever.
Turbos are definitely easier to increase. Would love to see them put an IPD in one under their controlled conditions see what gives, good video.
Also, don't use the engine bay as a source of intake air.
Turbos are definitely easier to increase. Would love to see them put an IPD in one under their controlled conditions see what gives, good video.
Also, don't use the engine bay as a source of intake air.
Last edited by BSO; 03-31-2020 at 06:55 PM.
04-01-2020, 11:14 AM
#13
RL Community Team
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04-01-2020, 02:27 PM
#14
This debate has gone on for years.... I have it in my 987 & 991 and don't regret it on either. The Track guys that have been tracking Porsches for decades all have them unless they are spec racing. Get involved with your local PCA and start talking to people that track and have been tinkering for a long time.
With a Plenum/BMC Filters/Headers/Tune my Cab S pulls away easily from a GTS Coupe that a good friend has.
With a Plenum/BMC Filters/Headers/Tune my Cab S pulls away easily from a GTS Coupe that a good friend has.
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spyderbret (04-02-2020)
04-01-2020, 09:04 PM
#15
This debate has gone on for years.... I have it in my 987 & 991 and don't regret it on either. The Track guys that have been tracking Porsches for decades all have them unless they are spec racing. Get involved with your local PCA and start talking to people that track and have been tinkering for a long time.
With a Plenum/BMC Filters/Headers/Tune my Cab S pulls away easily from a GTS Coupe that a good friend has.
With a Plenum/BMC Filters/Headers/Tune my Cab S pulls away easily from a GTS Coupe that a good friend has.
The video mentions it may also need a tune to see results and they seem will do that as a follow up.
But thus far, as a bolt on, these all failed. Butt dynos are
