This hasn't gone through the process, We may look at it once we have more 981 products released...

 

What lightweight battery did you go with? I know there is Porsche one, quite expensive ($1500), and then there was a group buy on another one here that was about half that price, but from my own personal experience a Braille will do the trick for a couple of hundred bucks.......at least it did on another car I had. I don't want to cause any issues, so if it needs to be the more expensive one, then so be it, but would rather not spend too much on a "wear" item.

That would be cool, but it will probably cost beaucoup being a Porsche part. Didn't someone say the new intake is a very similar to the IPD Plenum/GT3 TB. If so, looks like they were on to something.

 

John in light of the lacklust information on the new 718 Gt4. Have you been able to dig into this anymore for those of us who are going to stay with the 981 platform.

Cheers,
Art

 

Yes, also interested in to have fitment information about this intake manifold from 718 GT4 (Street and CS version, supposed two different models).
Thanks!

 

Hello BGB!,
Any updates regarding this intake fitment?

 

Wondering the same.

 

I can confirm the 718 GT4 CS intake system is a direct fit on the 981 CS. You will need a different starter and battery wire as well. All PMNA parts.
Direct bolt on performance is still TBD, the 718 CS also uses the factory 991.1 GTS X51 camshaft that will have a direct impact on the intakes overall performance if just bolting onto a 981 GT4.

DeMan Motorsport has 3 of these in stock and currently testing them against our GT3RS intake conversion on our 4.25L and 4.5L engines..

 

Thanks for feedback!
So, I guess that only the intake system don't provide much gain and is in comparison relatively expensive if we have to spend more for the starter and battery wire...
The best parts in this set are surely the camshafts

 

Please do keep us updated on your findings. Many of us I'm sure would like to have tried at tested PMNA parts in our cars.

 

I'm not sold yet on this configuration - I just picked up a damaged 718 Clubsport engine for repair and then dyno analysis. I will report back with my findings!

 

Intake manifold shootout on stock 3.8L, then on 4.5L (in no particular order);
1. Dundon with IPD
2. Dundon with 991.1
3. 718 GT4 Clubsport
4. 991.2 GT3 RS with DeMan adaptor
5. X51
6. IPD
7. 991.1

 

Rick D. probably has more time testing these parts on that 4.5L motor than anyone in the country so I think we can take him for his word. I too would love to see how each one lays out but the problem is that we don't own a dyno and those trips back and forth would cost a lot of time & $. Trust me, I'm curious too because there are many options and I think an independent dyno overlay would be awesome but a lot of work to go back and forth.

 

Yes, understood.
The following are probably the top contenders, would like to see those on a 4.5L;
1. Dundon with IPD or 991.1
2. 718 GT4 Clubsport
3. 991.2 GT3 RS with DeMan adaptor

 

991.1 GT3 also requires an adaptor. I know because I bought the intake parts. It actually reqires removal of quite a few tabs and the actual bolt pattern on the GT4 heads is different from those on the GT3. I thought it would be easy but when I saw the extent of the work I pulled the pin so now have an un-used 991.1 GT3 intake. The GT3 runners and plenum have a much bigger volume and I can understand how they would work with the the extra revs of the GT3 or the extra air volume of the 4.25 or 4.5L motors, but they look like they may detract from the mid range torque of the GT4 motor. I am inclined to the view that the best arrangement for a standard 3.8 GT4 is probably Dundon's runners with IPD and GT3 TB. I thought I'd try something different as the OEM GT3 Porsche parts are a lot cheaper than Dundon here in Australia; turned out to be the wrong decision.

It was worth the effort though as we dropped the motor to look at doing the intake (I was replacing the clutch with with a 800nm item anyway) and noticed all the carbon build-up in the inlet ports and on the back of the valves and valve stems. Plus there was a heap of oil in the IPD plenum and thoughout the intake system. My shop thought the exising OEM oil/air seperator is not up to the job for these DFI motors where the cars are tracked a lot and runs high RPMs a lot of the time. We fabrictated a 1 litre aluminium catch-can and plumbing with a drain pipe. The inlets were all cleaned out using Subaru fliud (it's a common subi problem) and bingo we got back the 15 bhp we had inexplicably lost.

 

I would be very interested to know how the 781 CS intakes works though since it's desinged the 3.8 motor.