SP996 goes to impound
10-10-2012, 12:57 AM
#47
Rennlist Member
I do agree 100% on the 3.4 making you a better driver point also.
I do also feel the same way the SM's too. 1.6L SM's you must drive with no mistakes. 1.8L/991.8L SM's allow you to make up for mistakes with the additional tq that they have.
10-10-2012, 01:00 AM
#48
Rennlist Member
I would also add Road America and Road Atlanta to that 3.6 preferred list, but that's just my opinion.
Given the option if I were building one for me personally, I would still build a 3.4 Liter. Light weight is just easier on equipment and more fun to drive, once again my opinion.
Given the option if I were building one for me personally, I would still build a 3.4 Liter. Light weight is just easier on equipment and more fun to drive, once again my opinion.
10-10-2012, 01:03 AM
#49
Rennlist Member
Here they are, Spec 996 is listed as "SP996" .............
http://pca.org/portals/cr/2012%20PCA...ule%20Book.pdf
10-10-2012, 01:07 AM
#50
I'm pretty sure that is correct although for those that want to see the rules and double check............
Here they are, Spec 996 is listed as "SP996" .............
http://pca.org/portals/cr/2012%20PCA...ule%20Book.pdf
Here they are, Spec 996 is listed as "SP996" .............
http://pca.org/portals/cr/2012%20PCA...ule%20Book.pdf
10-10-2012, 01:12 AM
#51
Rennlist Member
10-10-2012, 01:14 AM
#52
10-10-2012, 01:22 AM
#53
Super Duper Moderator
Lifetime Rennlist
Member
Lifetime Rennlist
Member
10-10-2012, 01:57 AM
#54
Drifting
The 3.4 has a 5.5.2 DME if non-Egas (99) and 7.2 DME if Egas (2000-01)
The 3.6 has dual vari-cam and requires the 7.8DME (2002+)
Mike
The 3.6 has dual vari-cam and requires the 7.8DME (2002+)
Mike
10-10-2012, 11:35 AM
#55
Rennlist Member
I envy your guys success with S96. This was my intention +2 years ago but when I tried to lead, no one followed in my region so the first thing I did was put in lexan qtrs for cooling and went sightly crazy from there (thx JRG) and haven't looked back (NASA GTS4/ PBOC R3). I typically run against one other 02 996 and our results are as described above depending on the track. I take 2/3 but last race at Sebring we finished one car length apart after 90 mins so I'm getting closer there. I just wish we had other cars that were in the same ballpark.
But to others considering a really fun and economical (relative term obviously) platform, the 996 is a lot of fun whether in Spec, Spec Plus (thats with lexan qtrs) or "Baby Cup" set-up.
But to others considering a really fun and economical (relative term obviously) platform, the 996 is a lot of fun whether in Spec, Spec Plus (thats with lexan qtrs) or "Baby Cup" set-up.
10-10-2012, 11:36 AM
#56
Nordschleife Master
Join Date: Oct 2004
Location: Vacuuming Cal Speedway
Posts: 7,306
Likes: 0
Received 7 Likes
on
5 Posts
My personal preference is the 3.4. It's just a great feeling motor. But,(big butt like J-Lo), if you're looking to mod the car further sometime into the future, the 5.2 DME is pretty limited. You can do so much more with the 7.8 DME that were I considering buiding a new one it might push me that way.
I've now installed the 3.6 crank & rods in my 3.4 so it's a 3.6 with 3.4 heads, cams, and 5.2 ECU with GIAC street flash. Dyno's around 302 unrestricted on a Dyno Dynamics machine, probably 315 on a Dynojet. As Viking can attest to, there's lots more than that available on in a tuned 3.6 w/the 7.8 ECU.....
I've now installed the 3.6 crank & rods in my 3.4 so it's a 3.6 with 3.4 heads, cams, and 5.2 ECU with GIAC street flash. Dyno's around 302 unrestricted on a Dyno Dynamics machine, probably 315 on a Dynojet. As Viking can attest to, there's lots more than that available on in a tuned 3.6 w/the 7.8 ECU.....
10-10-2012, 12:15 PM
#57
Rennlist Member
My personal preference is the 3.4. It's just a great feeling motor. But,(big butt like J-Lo), if you're looking to mod the car further sometime into the future, the 5.2 DME is pretty limited. You can do so much more with the 7.8 DME that were I considering buiding a new one it might push me that way.
I've now installed the 3.6 crank & rods in my 3.4 so it's a 3.6 with 3.4 heads, cams, and 5.2 ECU with GIAC street flash. Dyno's around 302 unrestricted on a Dyno Dynamics machine, probably 315 on a Dynojet. As Viking can attest to, there's lots more than that available on in a tuned 3.6 w/the 7.8 ECU.....
I've now installed the 3.6 crank & rods in my 3.4 so it's a 3.6 with 3.4 heads, cams, and 5.2 ECU with GIAC street flash. Dyno's around 302 unrestricted on a Dyno Dynamics machine, probably 315 on a Dynojet. As Viking can attest to, there's lots more than that available on in a tuned 3.6 w/the 7.8 ECU.....
To be clear JRG, is that with 3.6 pistons and barrels and is that whp? If so, is this the best of both worlds i.e. more power of 3.6 displacement with lower weight of 3.4 bottom end (tastes great/ less filling)?
And what else did Dan do "while in there"- did you work the 3.4 heads?
10-10-2012, 12:26 PM
#58
Rennlist Member
I envy your guys success with S96. This was my intention +2 years ago but when I tried to lead, no one followed in my region so the first thing I did was put in lexan qtrs for cooling and went sightly crazy from there (thx JRG) and haven't looked back (NASA GTS4/ PBOC R3). I typically run against one other 02 996 and our results are as described above depending on the track. I take 2/3 but last race at Sebring we finished one car length apart after 90 mins so I'm getting closer there. I just wish we had other cars that were in the same ballpark.
But to others considering a really fun and economical (relative term obviously) platform, the 996 is a lot of fun whether in Spec, Spec Plus (thats with lexan qtrs) or "Baby Cup" set-up.
But to others considering a really fun and economical (relative term obviously) platform, the 996 is a lot of fun whether in Spec, Spec Plus (thats with lexan qtrs) or "Baby Cup" set-up.
From the 2012 rule book section 6.8:
Rear window and rear quarter windows must be stock in appearance with no venting, but. polycarbonate may be substituted for glass in these windows.
10-10-2012, 02:48 PM
#60
Nordschleife Master
Join Date: Oct 2004
Location: Vacuuming Cal Speedway
Posts: 7,306
Likes: 0
Received 7 Likes
on
5 Posts
Those are great numbers as I am 284 whp on Dynojet with totally open exhaust, headers, LWF, modified plenum and air intake (and oversized/compensatory alu shifter)
To be clear JRG, is that with 3.6 pistons and barrels and is that whp? If so, is this the best of both worlds i.e. more power of 3.6 displacement with lower weight of 3.4 bottom end (tastes great/ less filling)?
And what else did Dan do "while in there"- did you work the 3.4 heads?
To be clear JRG, is that with 3.6 pistons and barrels and is that whp? If so, is this the best of both worlds i.e. more power of 3.6 displacement with lower weight of 3.4 bottom end (tastes great/ less filling)?
And what else did Dan do "while in there"- did you work the 3.4 heads?
Yes my numbers are RWHP. The cylinders are OEM, just the crank, rods, and pistons are from the 3.6 which are the same diameter. Heads were definitely decked w/3-angle valve grind which is probably why I bent a valve recently on a 8400 money shift. So I gained roughly 30 WHP with the larger displacement and decked heads. I was only looking for 20 but I'll take it. I run the 2.5 Boxster throttle body(cable) and 1" restrictor to choke it down to 270 WHP for one of my race classes.....