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What transmission is he using on the 2.9? I believe the 3.6 might be too big but not 100% sure.
I made a mistake, he's using a 2.7 turbo engine with the bi-turbo setup removed and a single turbo with an air to water intercooler. He's using a G96 trans.
The 3.6 VR6 is a little longer than the 3.2/2.8, not much about 1/2". Also it's not a 15 degree engine, I think it's 11.5 degrees so it's no wider. It fits in a Corrado.
My car is a Mezger car, but I'm going to post one of my dyno plots here as a source of comparison since anyone who would bother motor swapping or adding forced induction to an M96 car is likely chasing Mezger power figures and trying to (hopefully) do it cheaper than just buying a GT3 or Turbo.
My car has FVD K24 "Race" turbos, which are basically standard K24s with slightly larger turbine wheels that let you eek a little more top end power out of them, and all the normal bolt ins that would go with that (clutch, lightweight flywheel, 997 GT2 RS intercoolers, Evolution diverter valves, mafless tune, fender well intakes, 5 bar fuel pressure regulator, etc).
This was on a Dynocom dyno, which are known to read a bit high compared to other more common dynos. On something like a Dynojet, it probably would be more like 530hp.
My car is a Mezger car, but I'm going to post one of my dyno plots here as a source of comparison since anyone who would bother motor swapping or adding forced induction to an M96 car is likely chasing Mezger power figures and trying to (hopefully) do it cheaper than just buying a GT3 or Turbo.
My car has FVD K24 "Race" turbos, which are basically standard K24s with slightly larger turbine wheels that let you eek a little more top end power out of them, and all the normal bolt ins that would go with that (clutch, lightweight flywheel, 997 GT2 RS intercoolers, Evolution diverter valves, mafless tune, fender well intakes, 5 bar fuel pressure regulator, etc).
This was on a Dynocom dyno, which are known to read a bit high compared to other more common dynos. On something like a Dynojet, it probably would be more like 530hp.
Looks like if you Rev it out she’s got more to give.
You can "safely" get ~800hp out of stock internals on the Mezger cars but the weak point is the rods, which like to bend if you make too much torque down low so you'll usually see high power Mezgers have a torque curve like that to protect the rods.
My car revs to 7000, but I think the guy running the dyno lifted early because the red starts at 6500 on the tach.
You can get modest gains in HP, but having your torque come in fast and stay high throughout the power band was my goal and my tuner hit the nail on the head.
With Deck lid closed, no fresh cooled air being piped in from outside in not a great environment for air flow, on a cold dyno
The fella (did not do my tune) running the dyno said it was a very impressive torque band.
He told me more accurate might be a couple % higher reading due to dyno not run in almost a week and no fans mounted for rear engine cars on his dyno. He mostly tunes drag cars.
A couple weeks before he put a used VF Engineering Supercharger on a 2002 C2 3.6L for a fellow PCA member.
Wow, what a job that looked like cramming that supercharger in a 996. He had a heck of a time tuning it, as it was purchased used with no tune.
There has always been push back on forums when the Overseers of horizontal 6 cylinder cars or the Porsche Whispers, don't agree with what a person is doing, just look back over the years.
Air Boxes, Underdrive pulleys, motor mounts, the color of your floor mats. Look hard enough you will find negativity.
To be honest with you folks, this negativity that was spewed on internet forums, which them in turn ended up being debates at Porsche events, started the movement last year for me to start getting my car ready to sell. Something I thought I never would do.
It was one thing on forums or groups on the internet, but then the events started to be not as much fun.
We have enough crap in our real life with what is going on in this country and the world, not be arguing about underdrive pulleys and how they lead to rod failure.
Zbomb, we haven't meet, but I would think we have more in common than not.
Keep up the charge in writing what you believe in, keep backing it up with data and the world will keep spinning.
Don’t fret, I have done plenty of ls swaps over the years, most of them on cars that have engines that decided to not run anymore. 22 years ago it was the FD rx7 forums that thought it ruined the car with the LS1 and a pro charger, Mercedes sl600 R129 v12 concerted to an LQ4 with a turbo and 4l80e. Those people didn’t like it either. Even the Lincoln Mark7 LSC that I converted to an ls1 4l60e got forums in a uproar.
The 996 community is actually mostly tolerant, and understanding in the fact that the engine replacement in these cars can cost as much or more than the value of the car itself. The used engine market is just a crapshoot, and still expensive. You still have about 300hp after all that.
While I’m not a 4 cylinder guy, the obvious upsides are lots of weight reduction, and much more room to work on the car, and the fact that used engines are plentiful and relatively robust, and it works well with the gear ratios of the car. I would imagine with a few stronger parts the redline on the k24 could be taken north of 8000rpm, and that’s interesting as well.
08-25-2022, 05:25 PM
