Forgeline are the only aftermarket wheels I own or will buy. Then again I am biased a bit when it comes to wheels.

Would love to see the final dyno results to compare to a 997 I just did turbos on (959 crankhp) but it will really never see that number again because it's a track car on a stock bottom end so we turned it way down to save the motor. Currently around 600whp vs 834whp

 

10mm head studs or bigger?

 

Why would you stress the crap out of the bottom end of the motor to find out it had 959 hp only to dial it down to 600 later? Seems like asking to break something.

 

As briefly mentioned when addressing the engine mods, introducing more air into the system is vital. I don't think I need to go into detail about the role air or fuel play in an engine here on Rennlist, so I'll skip to the point.

When this car sat at 800hp we had upgraded to a 997 Turbo intake manifold and throttle body. However, to boost it up to the 1,000hp goal we have now replaced this with a 997 GT3 intake manifold and throttle body. In addition, we upgraded to larger, 42 lb. compressor turbos, and as previously mentioned we ported the heads to proprietary specs.

 

I absolutely agree but it's not my car and owners want what they want. I am sure he won't listen and will start cranking the boost at the track. I tried to hide the boost controller he wasn't happy with that. So we will likely be dealing with a scattered motor before long

 

Can you plz explain how does DSC sport module works on our psm? The 996 series doesn't have the 997 pasm suspension.

 

Those parts are like jewlery...so nice.

 

 

The DSC controller has no effect on PSM; it only controls the damping.

For the 996, we have a wiring harness for the non-PASM vehicles. We gather the necessary data from the CAN line and use the same control strategies we would on a PASM car.

 

I failed to mention it in any previous posts, and there isn't a whole lot to say about it. However, it's worth mentioning that this stage of the build also included upgrading to bigger fuel injectors (82 lbs) and increasing the fuel pressure regulator.

The bigger news...

This post was kind of backdated. The car has already been returned to the customer, and he is absolutely loving it! We will be posting dyno results at the end of the week. Stay tuned.

-Jordan

 

I have one word to sum this up.... serious!

Can't wait to see more pics and videos of the final result! Thanks for sharing.

 

The results are in, and the car has been returned to one very happy customer (although it did take him a few up and downs on the side street to get used to the added power before he felt comfortable driving it in traffic). While technically we were just shy of our goal, the customer is very happy with the build, and we feel that the current tune is too good with regards to reliability and driveability to alter at the moment. As he was tuning and testing, our engineer, Mike, felt as though the tires were approaching the point of some wheel spin on the dyno and felt it was safest to back off just a touch. Given that the motor was freshly built, he did not want to risk wheel spin and bouncing off the rev limiter. Depending on what the customer wants to do, he may bring the car back in a few months once all the new parts have been broken in to re-tune to a true 1,000hp car. In the meantime, we are very happy with the 843hp we put down to the wheel! Assuming a 15% loss through the drivetrain (this is typical of most of the Porsches we put on the dyno), we estimate the crank hp to be 991, just 9hp short of our 1,000hp goal.

 

Nice numbers.

 

Of course, a much easier way to meet your goal to to assume train loss of 15.7%, which is within the estimated range of loss.

 

Very nice. Looking forward to seeing / hearing a video.