Quote:
Originally Posted by maytag
You're almost right. Or shall I say, half right.
I've been contending since I joined the Porsche world that there is no magic. These motors will respond to improvements, just like any other.
But here's the caveat: make sure you're really improving.
Why are ITB's the choice for many extreme- performance applications? Not because the most direct route is the best, as you stated, but rather because they are best at delivering large volumes of air at high velocity in a meter-able fashion. A difference with a distinction.
ITB's are not always better. They become a favored choice when traditional (cheaper) methods can't provide enough air for a motor's specific volume at rpm. But up until that point, they offer little (or no) benefit.
In other words: can your 986 engine in standard trim use more air than the OEM intake can provide? Tests show the answer is clearly "NO". And there's where the Porsche "magic" (which isn't magic at all) happens: that 986 intake was designed well enough that you need to modify other things before you'll see a need for an improved intake. This isn't your LS Camaro, trying to breathe through a tiny slot in a plastic can, with a spring loaded flap blocking it.
Start with the exhaust. Get it to breathe better there, then maybe a hi flow air filter can help. Then increase the size of the TB, and you will want to increase the size of the intake feeding it. But just throwing on an intake that can feed more air than the motor can use isn't going to help it.
And then there's the risk of introducing hot air while you're at it.
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Hi May!
All that makes sense.
What about gutting the 986 aitbox internals... removing any internal mufflers... bends... twists... and turns? In other words... mitigating the internal turbulance caused by the twists and turns? Would have to remove the airbox... cut it open... take a Dremel or something to it... seal it back up... reinstall.
I'm curious.
I know Porsche engineers ran the numbers... but I'd like your opinion.
Thanks!