What did you do to your 996TT today?
01-08-2021, 10:38 AM
#8191
RL Community Team
Rennlist Member
Rennlist Member
I thought all of them had clears; I love my clears.
01-08-2021, 11:02 AM
#8192
RL Community Team
Rennlist Member
Rennlist Member
North American regs require amber. Most NA residents switch over to clears anyway.
01-08-2021, 11:59 AM
#8194
Rennlist Member
-Matt
01-08-2021, 12:39 PM
#8196
Rennlist Member
A local tuning shop near me did a full detail on the car, but the calipers were very heavily scratched, so they recommended painting them. They had a local guy come in and do the work (never met him, paid cash) but he does all their cars and they turned out very well.
They were not rebuilt with seals and such. This was more of a cosmetic touch up, and for the price, I'm pleased.
They were not rebuilt with seals and such. This was more of a cosmetic touch up, and for the price, I'm pleased.
01-08-2021, 12:57 PM
#8198
RL Community Team
Rennlist Member
Rennlist Member
01-08-2021, 02:21 PM
#8200
Rennlist Member
A local tuning shop near me did a full detail on the car, but the calipers were very heavily scratched, so they recommended painting them. They had a local guy come in and do the work (never met him, paid cash) but he does all their cars and they turned out very well.
They were not rebuilt with seals and such. This was more of a cosmetic touch up, and for the price, I'm pleased.
They were not rebuilt with seals and such. This was more of a cosmetic touch up, and for the price, I'm pleased.
01-08-2021, 02:28 PM
#8201
Rennlist Member
I kind of made the judgment call since the car hasn't had any issues, I figured I'd do a cosmetic refresh (the painting was 90 USD per caliper, so I couldn't say no; another shop offered refinishing of the calipers with no rebuild for 1500 for the car - I politely declined), and if they needed a rebuild, I'll just do it later. Now I have to wait 6 weeks and then they can ceramic coat the calipers!
-Matt
-Matt
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kamlung (01-09-2021)
01-08-2021, 02:59 PM
#8202
RL Community Team
Rennlist Member
Rennlist Member
Sent my Ti exhaust tips out for ceramic coating, as well as my new 3" ICs for thermal dispersant coating.
01-08-2021, 04:04 PM
#8204
RL Community Team
Rennlist Member
Rennlist Member
Turbo charged engines benefit greatly from advanced thermal management packages due to the amount of heat that is generated, and ultimately transferred to, other components in an engine bay.
By keeping the exhaust components insulated, there are two benefits. The first is that you keep the exhaust gases moving fast - this aids in lighting the turbos quicker, as well as expeditious evacuation of exhaust gas - the quicker the gas moves, the better it is for the engine. There is a whole whack of data on this out there, but essentially this sums it up nicely:
It has been determined that engine efficiency improves by 1% for every 10° degree drop in under-hood temperature. If we were to optimize this data, we could reasonably assume that one could obtain a 50 horsepower increase on a 500 horsepower engine.
The other side of the coin is dispersing heat from areas you don't want it, like radiators, intakes, ICs, compressor housings, heads, etc. By aiding the reduction of heat in heat soaked components, the above statement grows in credibility.
Hot rodders have been wrapping headers for decades, with well documented results. Some years ago, the advent of advanced ceramics started to appear on the market primarily for industrial applications (huge heat exchangers, turbines, etc.), but as the initial investment into this technology was repaid, it started to trickle down into the racing world first, and then into the consumer market where I found it. A lot of this advance ceramics are used in the aerospace world (stealth, turbofans) in the same way we use them in the automotive world - keep heat in at certain points, and get it out at others.
Awhile ago, we developed some IP on this concept and have applied it to various industrial and marine applications. It works, however, it is unlikely to take of for the OEMs due to the complexity and cost to coat and cure parts that you are trying to mass produce. McLaren, in the original F1, used a ceramic coated gold leaf that adorned the inside of the F1s engine bay - beautiful, but by God was it expensive. F1 teams have been using thermally retardant material in brake components for years (beryllium), and if you look around the 991 forum, there is widespread use of it on 1000hp turbos.
I became interested in it when I lunched the head on my R some years ago. I end up tearing the engine down and rebuilding it using all manner of ceramics throughout it - low friction, oil repelling, thermal management, etc., etc. But I was then young and stupid - my quest was for more power and I did not realize the impact on efficiency until one day, when I was coming back to the coast from Fort Mac in the R, had just fueled up in Hinton, pulled back onto the highway and promptly got stuck behind a Horseman, running exactly the limit.
So, as we plodded along at exactly the limit (which NEVER happened), we got to Jasper and I noted that it appeared I had not used any fuel. Pulled into to Jasper and put less than a gallon into the car. As I usually spent all my time bouncing the R off the limiter, I was shocked - this was better than 50mpg (80kms/50miles Hinton to Jasper). So this was enough to encourage me to investigate further, first with gas turbocharged (Sti) then, into the diesels.
The Sti, on its first motor before it exploded, turned back better than 30mpg, but it was the diesels that were shocking - repeatable 25mpg+ on 6.0ls and better than 22/24mpg on 6.4s. And, this was scalable - we have seen similar improvements on big terrestrial and marine diesels, and even more when coupled with dynamic measurements accounting for weather, temperature, fuel condition and load.
So, I am a believer. Everything I play with, I coat, unless of course it's new and under warranty. As I am known to keep equipment for extended period of time, as things break, or require service, I work coating into the maintenance programs so it doesn't break the bank.
By keeping the exhaust components insulated, there are two benefits. The first is that you keep the exhaust gases moving fast - this aids in lighting the turbos quicker, as well as expeditious evacuation of exhaust gas - the quicker the gas moves, the better it is for the engine. There is a whole whack of data on this out there, but essentially this sums it up nicely:
It has been determined that engine efficiency improves by 1% for every 10° degree drop in under-hood temperature. If we were to optimize this data, we could reasonably assume that one could obtain a 50 horsepower increase on a 500 horsepower engine.
The other side of the coin is dispersing heat from areas you don't want it, like radiators, intakes, ICs, compressor housings, heads, etc. By aiding the reduction of heat in heat soaked components, the above statement grows in credibility.
Hot rodders have been wrapping headers for decades, with well documented results. Some years ago, the advent of advanced ceramics started to appear on the market primarily for industrial applications (huge heat exchangers, turbines, etc.), but as the initial investment into this technology was repaid, it started to trickle down into the racing world first, and then into the consumer market where I found it. A lot of this advance ceramics are used in the aerospace world (stealth, turbofans) in the same way we use them in the automotive world - keep heat in at certain points, and get it out at others.
Awhile ago, we developed some IP on this concept and have applied it to various industrial and marine applications. It works, however, it is unlikely to take of for the OEMs due to the complexity and cost to coat and cure parts that you are trying to mass produce. McLaren, in the original F1, used a ceramic coated gold leaf that adorned the inside of the F1s engine bay - beautiful, but by God was it expensive. F1 teams have been using thermally retardant material in brake components for years (beryllium), and if you look around the 991 forum, there is widespread use of it on 1000hp turbos.
I became interested in it when I lunched the head on my R some years ago. I end up tearing the engine down and rebuilding it using all manner of ceramics throughout it - low friction, oil repelling, thermal management, etc., etc. But I was then young and stupid - my quest was for more power and I did not realize the impact on efficiency until one day, when I was coming back to the coast from Fort Mac in the R, had just fueled up in Hinton, pulled back onto the highway and promptly got stuck behind a Horseman, running exactly the limit.
So, as we plodded along at exactly the limit (which NEVER happened), we got to Jasper and I noted that it appeared I had not used any fuel. Pulled into to Jasper and put less than a gallon into the car. As I usually spent all my time bouncing the R off the limiter, I was shocked - this was better than 50mpg (80kms/50miles Hinton to Jasper). So this was enough to encourage me to investigate further, first with gas turbocharged (Sti) then, into the diesels.
The Sti, on its first motor before it exploded, turned back better than 30mpg, but it was the diesels that were shocking - repeatable 25mpg+ on 6.0ls and better than 22/24mpg on 6.4s. And, this was scalable - we have seen similar improvements on big terrestrial and marine diesels, and even more when coupled with dynamic measurements accounting for weather, temperature, fuel condition and load.
So, I am a believer. Everything I play with, I coat, unless of course it's new and under warranty. As I am known to keep equipment for extended period of time, as things break, or require service, I work coating into the maintenance programs so it doesn't break the bank.
01-08-2021, 04:06 PM
#8205
Turbo charged engines benefit greatly from advanced thermal management packages due to the amount of heat that is generated, and ultimately transferred to, other components in an engine bay.
By keeping the exhaust components insulated, there are two benefits. The first is that you keep the exhaust gases moving fast - this aids in lighting the turbos quicker, as well as expeditious evacuation of exhaust gas - the quicker the gas moves, the better it is for the engine. There is a whole whack of data on this out there, but essentially this sums it up nicely:
It has been determined that engine efficiency improves by 1% for every 10° degree drop in under-hood temperature. If we were to optimize this data, we could reasonably assume that one could obtain a 50 horsepower increase on a 500 horsepower engine.
The other side of the coin is dispersing heat from areas you don't want it, like radiators, intakes, ICs, compressor housings, heads, etc. By aiding the reduction of heat in heat soaked components, the above statement grows in credibility.
Hot rodders have been wrapping headers for decades, with well documented results. Some years ago, the advent of advanced ceramics started to appear on the market primarily for industrial applications (huge heat exchangers, turbines, etc.), but as the initial investment into this technology was repaid, it started to trickle down into the racing world first, and then into the consumer market where I found it. A lot of this advance ceramics are used in the aerospace world (stealth, turbofans) in the same way we use them in the automotive world - keep heat in at certain points, and get it out at others.
Awhile ago, we developed some IP on this concept and have applied it to various industrial and marine applications. It works, however, it is unlikely to take of for the OEMs due to the complexity and cost to coat and cure parts that you are trying to mass produce. McLaren, in the original F1, used a ceramic coated gold leaf that adorned the inside of the F1s engine bay - beautiful, but by God was it expensive. F1 teams have been using thermally retardant material in brake components for years (beryllium), and if you look around the 991 forum, there is widespread use of it on 1000hp turbos.
I became interested in it when I lunched the head on my R some years ago. I end up tearing the engine down and rebuilding it using all manner of ceramics throughout it - low friction, oil repelling, thermal management, etc., etc. But I was then young and stupid - my quest was for more power and I did not realize the impact on efficiency until one day, when I was coming back to the coast from Fort Mac in the R, had just fueled up in Hinton, pulled back onto the highway and promptly got stuck behind a Horseman, running exactly the limit.
So, as we plodded along at exactly the limit (which NEVER happened), we got to Jasper and I noted that it appeared I had not used any fuel. Pulled into to Jasper and put less than a gallon into the car. As I usually spent all my time bouncing the R off the limiter, I was shocked - this was better than 50mpg (80kms/50miles Hinton to Jasper). So this was enough to encourage me to investigate further, first with gas turbocharged (Sti) then, into the diesels.
The Sti, on its first motor before it exploded, turned back better than 30mpg, but it was the diesels that were shocking - repeatable 25mpg+ on 6.0ls and better than 22/24mpg on 6.4s. And, this was scalable - we have seen similar improvements on big terrestrial and marine diesels, and even more when coupled with dynamic measurements accounting for weather, temperature, fuel condition and load.
So, I am a believer. Everything I play with, I coat, unless of course it's new and under warranty. As I am known to keep equipment for extended period of time, as things break, or require service, I work coating into the maintenance programs so it doesn't break the bank.
By keeping the exhaust components insulated, there are two benefits. The first is that you keep the exhaust gases moving fast - this aids in lighting the turbos quicker, as well as expeditious evacuation of exhaust gas - the quicker the gas moves, the better it is for the engine. There is a whole whack of data on this out there, but essentially this sums it up nicely:
It has been determined that engine efficiency improves by 1% for every 10° degree drop in under-hood temperature. If we were to optimize this data, we could reasonably assume that one could obtain a 50 horsepower increase on a 500 horsepower engine.
The other side of the coin is dispersing heat from areas you don't want it, like radiators, intakes, ICs, compressor housings, heads, etc. By aiding the reduction of heat in heat soaked components, the above statement grows in credibility.
Hot rodders have been wrapping headers for decades, with well documented results. Some years ago, the advent of advanced ceramics started to appear on the market primarily for industrial applications (huge heat exchangers, turbines, etc.), but as the initial investment into this technology was repaid, it started to trickle down into the racing world first, and then into the consumer market where I found it. A lot of this advance ceramics are used in the aerospace world (stealth, turbofans) in the same way we use them in the automotive world - keep heat in at certain points, and get it out at others.
Awhile ago, we developed some IP on this concept and have applied it to various industrial and marine applications. It works, however, it is unlikely to take of for the OEMs due to the complexity and cost to coat and cure parts that you are trying to mass produce. McLaren, in the original F1, used a ceramic coated gold leaf that adorned the inside of the F1s engine bay - beautiful, but by God was it expensive. F1 teams have been using thermally retardant material in brake components for years (beryllium), and if you look around the 991 forum, there is widespread use of it on 1000hp turbos.
I became interested in it when I lunched the head on my R some years ago. I end up tearing the engine down and rebuilding it using all manner of ceramics throughout it - low friction, oil repelling, thermal management, etc., etc. But I was then young and stupid - my quest was for more power and I did not realize the impact on efficiency until one day, when I was coming back to the coast from Fort Mac in the R, had just fueled up in Hinton, pulled back onto the highway and promptly got stuck behind a Horseman, running exactly the limit.
So, as we plodded along at exactly the limit (which NEVER happened), we got to Jasper and I noted that it appeared I had not used any fuel. Pulled into to Jasper and put less than a gallon into the car. As I usually spent all my time bouncing the R off the limiter, I was shocked - this was better than 50mpg (80kms/50miles Hinton to Jasper). So this was enough to encourage me to investigate further, first with gas turbocharged (Sti) then, into the diesels.
The Sti, on its first motor before it exploded, turned back better than 30mpg, but it was the diesels that were shocking - repeatable 25mpg+ on 6.0ls and better than 22/24mpg on 6.4s. And, this was scalable - we have seen similar improvements on big terrestrial and marine diesels, and even more when coupled with dynamic measurements accounting for weather, temperature, fuel condition and load.
So, I am a believer. Everything I play with, I coat, unless of course it's new and under warranty. As I am known to keep equipment for extended period of time, as things break, or require service, I work coating into the maintenance programs so it doesn't break the bank.
The guy who invented the silver heat retardant tape/foil used to live in my Father-in-laws neighborhood if I recall. I've been using the DEI gold tape for many years where it's needed to heat reflection and it works very well.