Quote:
Originally Posted by SpIcEz
Boxster aren't the only IC engines on the planet, principles of physics and engineering arent different in the M96 universe, unless I'm mistaken.
There is a reason that ITBs are the best nor NA engines, if you manage the air fuel right.
The most direct route is the best.
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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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