Crown
Board: Porsche - 911 - 996 - Turbo
Language: English
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Some comment...
... this speed has been reached on a PUBLIC street (Autobahn) and as you can see on the video, the speed of 341 kph (212 mph) has been constant for almost a minute.
No special preparations, no closed street, no driver fitness training, no helmet, driver preparations training or whatsoever.
This shows the great potential of the 996 Turbo and Porsche's technical capabilities.
In Germany, 341 kph (212 mph) on the Autobahn are LEGAL, just in case somebody thinks we were doing something illegal.
No special preparations, no closed street, no driver fitness training, no helmet, driver preparations training or whatsoever.
This shows the great potential of the 996 Turbo and Porsche's technical capabilities.
In Germany, 341 kph (212 mph) on the Autobahn are LEGAL, just in case somebody thinks we were doing something illegal.
Sep 4, 2002 5:24:18 PM
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CR
- Rennteam Administrator
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- Loc: Karlsruhe , Germany
- Posts: 192, Gallery
- Registered on: Mar 26, 2002
- Reply to: Joe Weinstein
Sep 4, 2002 9:54:25 PM
- Joe Weinstein
- Junior
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- Loc:
- Posts: 56, Gallery
- Registered on: Aug 1, 2002
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Reply to:
CR
570hp at the wheels?!?
Yow. Please verify whether the 570hp figure is
the estimated crankshaft HP, based on the adding
back the drivetrain losses, or is this 570 hp measured
directly at the wheels? Either figure is huge, but
570 hp at the wheels is frightening+irresistable
as long as enough smart engineers are sure the
car can take this...
thanks,
Joe
Durability Issues
I was told that 570hp are too much for the 996tt drive train. In particular, I was told that material replacement costs should be expected after 20,000 to 25,000 km.
I guess you have not driven that many kms to date. However, your future experiences would be very interesting to know. (PS: I would love to order Kit4 but durability is an issue for me)
I guess you have not driven that many kms to date. However, your future experiences would be very interesting to know. (PS: I would love to order Kit4 but durability is an issue for me)
Re: Durability Issues
I know 4 tuned Turbos, three with 543 HP and one with 569 HP.
One car is a Tip and got the Tiptronic replaced after 50000 km of "tuned" driving! Not bad, eh?!
The other three have 35000-70000 km on them WITH the tuned engines and NO problems so far. No kidding.
I also know a 5th car with 543 HP and it has tuned 16000 km (10000 km with 500 HP and 6000 km with 543 HP) with no problems at all.
It is very important WHO does the Tuning and HOW he does it. Power is not always power, it depends how this power has been obtained and what compromise has been made.
If you're expecting reliable 100000 km+ out of a tuned 570 HP monster, forget it. But if it is done right, at least 50000 km shouldn't be a problem without major problems.
VERY important: change engine oil/gearbox oil more often, including the oil filter. A sport clutch is mandatory (not only clutch disc but pressure plate too). Serious track racing should be avoided, especially with so called semi-slicks. For track racing, reducing weight might be a better way.
ANY problem should be looked into it immediately and immediate repairs are mandatory to avoid destroying more.
BTW: stage 3 is just fine, especially regarding cost and reliability.
If your car is your daily driver and you depend on it, you might not want to tune it at all.
One car is a Tip and got the Tiptronic replaced after 50000 km of "tuned" driving! Not bad, eh?!
The other three have 35000-70000 km on them WITH the tuned engines and NO problems so far. No kidding.
I also know a 5th car with 543 HP and it has tuned 16000 km (10000 km with 500 HP and 6000 km with 543 HP) with no problems at all.
It is very important WHO does the Tuning and HOW he does it. Power is not always power, it depends how this power has been obtained and what compromise has been made.
If you're expecting reliable 100000 km+ out of a tuned 570 HP monster, forget it. But if it is done right, at least 50000 km shouldn't be a problem without major problems.
VERY important: change engine oil/gearbox oil more often, including the oil filter. A sport clutch is mandatory (not only clutch disc but pressure plate too). Serious track racing should be avoided, especially with so called semi-slicks. For track racing, reducing weight might be a better way.
ANY problem should be looked into it immediately and immediate repairs are mandatory to avoid destroying more.
BTW: stage 3 is just fine, especially regarding cost and reliability.
If your car is your daily driver and you depend on it, you might not want to tune it at all.
The thing is...
... that the guy who told me about the potential drive train issues offers both 540hp and a 570hp solutions.
His statement, and I absolutely appreciate his open advice, suggests that the differences in terms of durability between a 540hp and a 570hp version are indeed significant. He, in particular, said that the 570hp version is likely to require substantial maintenance work on the drive train every 25,000km or so.
On that basis he suggested to rather go for the 540hp version if durability is of key concern. This version, he continued, should be good for 150,000km+.
His statement, and I absolutely appreciate his open advice, suggests that the differences in terms of durability between a 540hp and a 570hp version are indeed significant. He, in particular, said that the 570hp version is likely to require substantial maintenance work on the drive train every 25,000km or so.
On that basis he suggested to rather go for the 540hp version if durability is of key concern. This version, he continued, should be good for 150,000km+.
I have to admit...
... that I ordered my first Porsche some months ago (996TT, scheduled delivery in December 2002). I intend to use it as my daily driver (also for business purposes). Given its understated design, refined safety features (4-whell drive, ESP, etc.) and outstanding performance the TT appears to be the right choice.
My beloved Modena is still there ... although my brain (and my wife) keeps telling me that I should consider selling it. One thing is for sure: If I should sell it, there will be a successor made in Maranello in 2-3 years time ... the latest
My beloved Modena is still there ... although my brain (and my wife) keeps telling me that I should consider selling it. One thing is for sure: If I should sell it, there will be a successor made in Maranello in 2-3 years time ... the latest
Re: I have to admit...
i suppose you couldn't take the attention any more you get in a 360... 
but if you gonna keep both cars, it'll be perfect -- the 996TT for the daily drive and long distances, the modena for sunny weekends. i have to admit i envy you a little bit
BTW: went to a ferrari dealer last week and he confirmed that there will be a successor to the 360 by the end of 2003 and a "street" version of the current modena challenge in spring 2003.
but if you gonna keep both cars, it'll be perfect -- the 996TT for the daily drive and long distances, the modena for sunny weekends. i have to admit i envy you a little bit
BTW: went to a ferrari dealer last week and he confirmed that there will be a successor to the 360 by the end of 2003 and a "street" version of the current modena challenge in spring 2003.
MKSGR...
...I actually didn't tell you anything different than "he" did.
Yes, the cars with 570 HP+ need more maintenance work but I don't think that somebody seriously thinks that they can go with the factory maintenance schedule.
In my opinion, the 540 HP version is the best compromise between cost and reliability. If you intend to use your Turbo as a daily driver, I'd even recommend the 540 HP version or even less. I somehow doubt the 150000 km figure but 100000 km without major problems should be possible, theoretically.
If you seriously track race the car, reliability will be substantially compromised.
Regarding the Modena: keep it or sell it and get a 360 Spider. The 996 Turbo is a great daily driver and provides a lot of fun.
The 360 Spider would be your weekend fun car, for special occasions. I guess this is the perfect combo.
CR owns a 996 Turbo and a F355 Spider, not a bad thing either.
Yes, the cars with 570 HP+ need more maintenance work but I don't think that somebody seriously thinks that they can go with the factory maintenance schedule.
In my opinion, the 540 HP version is the best compromise between cost and reliability. If you intend to use your Turbo as a daily driver, I'd even recommend the 540 HP version or even less. I somehow doubt the 150000 km figure but 100000 km without major problems should be possible, theoretically.
If you seriously track race the car, reliability will be substantially compromised.
Regarding the Modena: keep it or sell it and get a 360 Spider. The 996 Turbo is a great daily driver and provides a lot of fun.
The 360 Spider would be your weekend fun car, for special occasions. I guess this is the perfect combo.
CR owns a 996 Turbo and a F355 Spider, not a bad thing either.
Re: How to tap this 'potential'?
C.R., congraduations on your project. Just a suggestion, but next time bring a cheap satelite GPS system along. With all the recording done this would have been a great way to dispel all the "Doubting Thomas's".
I have a few questions about your motor and I hope you will be forthcoming in detail. That is if you have the answers. I understand the ECU and the related fuel/air/boost combinations, so no questions in this area. Your "modified" K-24's...what is the size of the compressor and hot impellers? Are they using ceramic bearings? Is the contour on the impellars changed and if so what is the radius? Have either of the impellars been polished?
When you say the intake has been changed. What has been changed. Larger intake tubes from the air box to the turbos? If so what size tubes? Has the throttle body been enlarged or changed...if so how many mm or what different T.B. was used? Was any other parts on the pressure side enlarged or changed? Did you do anything to the intercoolers or their intake/exhaust tubes?
Last question, you said you changed your exhaust. What was changed? Who made it? Do you know the tube diameters (60, 70, 80 mm), size of kats and the backpressure prior to the kats @ let's say 6000 rpm's?
I am sorry for so many questions. Most tuners treat this information as top secret. I have broken most of their codes and I have shared all information discovered with anyone who has an interest. If you have such information to share, it would be appreciated. I also understand that you could have sent your car to someone who just did the work and you really don't know this information or have it to share. This happens in many cases and I understand.
Thanks for sharing your experiences.
cjv
I have a few questions about your motor and I hope you will be forthcoming in detail. That is if you have the answers. I understand the ECU and the related fuel/air/boost combinations, so no questions in this area. Your "modified" K-24's...what is the size of the compressor and hot impellers? Are they using ceramic bearings? Is the contour on the impellars changed and if so what is the radius? Have either of the impellars been polished?
When you say the intake has been changed. What has been changed. Larger intake tubes from the air box to the turbos? If so what size tubes? Has the throttle body been enlarged or changed...if so how many mm or what different T.B. was used? Was any other parts on the pressure side enlarged or changed? Did you do anything to the intercoolers or their intake/exhaust tubes?
Last question, you said you changed your exhaust. What was changed? Who made it? Do you know the tube diameters (60, 70, 80 mm), size of kats and the backpressure prior to the kats @ let's say 6000 rpm's?
I am sorry for so many questions. Most tuners treat this information as top secret. I have broken most of their codes and I have shared all information discovered with anyone who has an interest. If you have such information to share, it would be appreciated. I also understand that you could have sent your car to someone who just did the work and you really don't know this information or have it to share. This happens in many cases and I understand.
Thanks for sharing your experiences.
cjv
Re: How to tap this 'potential'?
cjv, unfortunately we don't have all these information about the tested car and - as you said - it is not very likely that we will get all the details. But we will try hard and keep you informed
As RC mentioned we have some plans for the near future. This contains an editorial series in our Magazine section with lots of details.
As RC mentioned we have some plans for the near future. This contains an editorial series in our Magazine section with lots of details.
Re: How to tap this 'potential'?
C.R., I understand...just had to ask. We have obtained most of the secrets we have been after. In another two or three weeks we should have some very interesting additional information. I'm sure some of it they already know but won't be very happy when it becomes common knowledge.
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