rs 4.0 airbox
11-14-2011, 01:31 PM
#16
Rennlist Member
The airbox for the 997.1 GT3/RS is different from the .2 GT's. We have a unit that fits the 7.1 and it's much more reasonable than the Porsche part. Aside from the carbon construction, the 4.0 has conical filters, where as the 3.8 is a flat panel.
For the 3.8's, we'll test the unit to insure better airflow, without having to reflash or set off the CEL, before we bring it to market. We're in discussions with a noted tuner who will actually sell them.
Ours will be sealed.
For the 3.8's, we'll test the unit to insure better airflow, without having to reflash or set off the CEL, before we bring it to market. We're in discussions with a noted tuner who will actually sell them.
Ours will be sealed.
your product will sell better with this information...
11-14-2011, 02:00 PM
#17
Drifting
Our plan is to develop the intake with testing at Gruppe M. After that, we'll have our retail partner test it as well.
11-14-2011, 02:26 PM
#18
Rennlist Member
I would certainly buy one for my .2 GT3 if that is the case!
will you offer "pretty" CF version "as well" ???
11-14-2011, 02:49 PM
#19
Drifting
You can see examples of the stuff at: www.gruppemusa.com
11-15-2011, 12:27 AM
#20
I asked Alex at Sharkwerks about intake when he did my conversion....why intake wasn't a part of the 3.9 conversion kit. He said they tried many different modified intake setups for the 3.6 and 3.9L, but all of them sacrificed torque for minimal HP gains on the dyno. If there's an intake set up that doesn't sacrifice torque for HP, show us the data.
11-15-2011, 01:17 AM
#21
Drifting
I asked Alex at Sharkwerks about intake when he did my conversion....why intake wasn't a part of the 3.9 conversion kit. He said they tried many different modified intake setups for the 3.6 and 3.9L, but all of them sacrificed torque for minimal HP gains on the dyno. If there's an intake set up that doesn't sacrifice torque for HP, show us the data.
11-15-2011, 01:27 PM
#24
Rennlist Member
I asked Alex at Sharkwerks about intake when he did my conversion....why intake wasn't a part of the 3.9 conversion kit. He said they tried many different modified intake setups for the 3.6 and 3.9L, but all of them sacrificed torque for minimal HP gains on the dyno. If there's an intake set up that doesn't sacrifice torque for HP, show us the data.
http://en.wikipedia.org/wiki/Horsepo...ip_with_torque
H.P is related to/derived from torque & rpm...
P = (t * rpm) / 5252
So what I think Alex is saying is that the "shape" of the torque curve from 0-8xxx rpm is different, 'moving' torque from the lower ranges to the upper ranges; thus increasing torque (and thus max bhp) somewhere "north" of 7600 rpm for a loss of torque/hp somewhere lower down...
11-15-2011, 01:53 PM
#25
Rennlist Member
I asked Alex at Sharkwerks about intake when he did my conversion....why intake wasn't a part of the 3.9 conversion kit. He said they tried many different modified intake setups for the 3.6 and 3.9L, but all of them sacrificed torque for minimal HP gains on the dyno. If there's an intake set up that doesn't sacrifice torque for HP, show us the data.
I am tempted to modify my airbox and lid by adding a second inlet, similar to what Manthey is doing on their high displacement builds.
11-15-2011, 02:19 PM
#26
Rennlist Member
Did they specifically try a dual intake setup, a-la 3.8 / 4.0 RS? I just doubt that Porsche would use something that doesn't work on their top GT3 models. It's not that easy to test performance back to back because you need to swap decklids.
I am tempted to modify my airbox and lid by adding a second inlet, similar to what Manthey is doing on their high displacement builds.
I am tempted to modify my airbox and lid by adding a second inlet, similar to what Manthey is doing on their high displacement builds.
if you go that route you might as well go with a lid that will accept a cup wing etc
11-15-2011, 02:33 PM
#28
Rennlist Member
11-16-2011, 12:07 AM
#29
I know I am going to regret this... but:
http://en.wikipedia.org/wiki/Horsepo...ip_with_torque
H.P is related to/derived from torque & rpm...
P = (t * rpm) / 5252
So what I think Alex is saying is that the "shape" of the torque curve from 0-8xxx rpm is different, 'moving' torque from the lower ranges to the upper ranges; thus increasing torque (and thus max bhp) somewhere "north" of 7600 rpm for a loss of torque/hp somewhere lower down...
http://en.wikipedia.org/wiki/Horsepo...ip_with_torque
H.P is related to/derived from torque & rpm...
P = (t * rpm) / 5252
So what I think Alex is saying is that the "shape" of the torque curve from 0-8xxx rpm is different, 'moving' torque from the lower ranges to the upper ranges; thus increasing torque (and thus max bhp) somewhere "north" of 7600 rpm for a loss of torque/hp somewhere lower down...
11-16-2011, 12:19 AM
#30
Did they specifically try a dual intake setup, a-la 3.8 / 4.0 RS? I just doubt that Porsche would use something that doesn't work on their top GT3 models. It's not that easy to test performance back to back because you need to swap decklids.
I am tempted to modify my airbox and lid by adding a second inlet, similar to what Manthey is doing on their high displacement builds.
I am tempted to modify my airbox and lid by adding a second inlet, similar to what Manthey is doing on their high displacement builds.