Quote of the rest of the first post:
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http://www.6speedonline.com/forums/997-turbo-gt2/205596-champion-motorsport-release-2010-997-2-twin-turbo-power-kit-data.html
Champion Motorsport Release 2010 997.2 Twin Turbo Power Kit. With Data
Greetings,
We have worked many long nights on this one, and we have quite a product to offer.
Since taking delivery of our 2010 997.2 PDK Twin Turbo we have been quietly developing it, and exploring its limits. We are pleased to announce that Step 1 and Step 2 of our power kit are ready for the mainstream.
This is what the power kit covers:
- Champion Motorsport Billet Compressor turbochargers with 68mm 7 blade wheels
- CMS (new for 2010) intercooler upgrade kit including silicon hoses and hardware
- Werks 1 Carbon Y-pipe for 2010 cars
- CMS compressor inlet adapters (increase flow)
- Werks 1 carbon air box for 2010 cars
- CMS exhaust manifolds, 3 into 1 equal length headers
- Tubi Race exhaust system
- GIAC high performance software proprietary to CMS
We spent 3 days on the dyno perfecting the Direct Injection system with our technical partners from GIAC, and the results are quite impressive.
There is much more to this kit than simply the final hardware and the finished ECU tune.
Nearly a year was spent developing this turbocharger waiting for our 997.2 to arrive. Immediately the units were fitted and instrumentation was added to the car to determine critical data such as: compressor inlet
depression, Pre and post Turbine pressures, and a myriad of other vital pieces of data. Realizing the strengths and weaknesses of this new car, inlet pipes have been re-engineered with simple to install adapters for
correcting the pressure drop at the compressor inlet, manifolds were designed and built (several revisions to perfect the design) to maximize boost response with these large compressors, etc...
What we have accomplished is a 997.2 that brings in Peak power and torque instantly. We have also done this without taxing any of the OEM protections within the standard control unit. We are running safe VTG vane
frequencies, Exhaust gas temperatures at or below 860C which is a full 100C before corrections begin, Charge temperatures at or below 34C both on the dyno and on high load road testing, and knock activity is
insignificant. We are able to achieve this as a result of our turbocharger and intercooler efficiency. Another interesting point is that all of our testing is conducted on 93octane pump fuel. The good news is that we
reached a mechanical limit of the car before we reached the limits of our power kit, so there is simply no need for a "race mode" yet !!!
On to that Mechanical limit... We very clearly found the limits of the PDK clutch system. We specifically used a PDK example for our test car, as all of the next generation of Turbo-S 997.2's will be PDK, and we figured we
had better start a program now. What we found is that at 575 ft-lb of torque, as well as right at 590 whp the PDK clutches just let go. We are already working on an upgrade to the PDK clutch pack, but I have no more
to report on with that yet.
As you can see from the Graph that I posted, we made some very sizable gains in performance. Our baseline numbers on our 500 mile break in car came in at 431 peak WHP, and 425 ft-bs of torque. We are confused how
our numbers are so dramatically lower than other tuners have posted, as we all seem to be using Mustang 4 Wheel Chassis Dyno's, but we feel that these numbers are correct and inline with what Porsche publishes of the
standard car in regard to crankshaft measured power output. Basically, we do not feel that the car is over-rated from the manufacturer; it is just that great of a car..
In reference to the graph, what we plan to offer is a Step 1 Kit for PDK owners which will output 542 whp and 527 ft-lbs torque, and for Manual transmission car owners we will offer a Step 2 Kit producing 598 whp, and
579 ft-lbs of torque (clutch upgrade required and available). This is well into the 700hp range on pump fuel, without modifications to engine internals.
Our kits are always conservative, as this is our business plan. We believe that this kit will out perform our own posted numbers on most dyno's in this country and we will promote our customers to test their cars. I can
tell you from first hand experience that a 997.2 PDK with 540+ ( I have driven it at the full 598 carefully) WHP is an exhilarating ride. The traction control struggles to keep up, and all this in a car that will run a standing
1/4 mile in 11.0 seconds stock !!
We have a date scheduled for track testing, both on the drag strip in controlled conditions, and on the road course. We will have a v-box fitted for collecting real publishable data, and when we have collected it we will
post it for all to see. There will be journalists present to test the car with the highest international credentials, so you can be sure the results will be true.
Below are some photos of some of the products during development, production parts will vary slightly physically (ie hand built manifolds) to control costs. There will be more to come, and we will keep this thread updated
with further developments. The basic kits are ready for sale, and we are taking orders now. In house installs can be scheduled immediately.
Questions or comments, please contact me directly.
__________________
- 2001 World Challenge GT Driver and Manufactures Champion - Audi RS4 Comp
- 2002 World Challenge GT Drivers Champion - Audi RS4 Comp
- 2003 World Challenge GT Driver and Manufacturer Champion - Audi RS6 Comp
- 2004 World Challenge GT Manufacturer Champion - Audi RS6 Comp.
- 2005 ALMS Champions - LMP1 Audi R-8
- 2005 24 Heures of Lemans Overall LMP1 - Audi R-8
- 2006 ALMS Champions - LMP1 Audi R-10
- 2007 ALMS Champions - LMP1 Audi R-10
- 2008 ALMS Champions - LMP1 Audi R-10
--
Regards,
Can
997 Turbo + Bilstein Damptronic "Stage 2" ( Review ) + GIAC ECU Tune ( Fast as a torpedo & reversible to stock - Review ) + Cargraphic Exhaust ( Oh heavenly noise! 
)
) he produced a chart which showed some IAT data but excluded THE most important numbers ie the speed at which the IAT numbers were achieved. Without the speed we can't tell what gear and what loading the engine is under. In second and third gear IAT can hardly move so for all I know those were the gears used....
AND only 860DegC
)
