When we first got this 997 Turbo, we wanted to surpass the intensity and performance of our 996TT Project Car. Our goal was to step by step showcase what we could accomplish with a stock 997TT and the affects of each modification. Since the cars purchase in July 2008, we have documented everything from the coilover install, to the ECU flash, intake plenum test, HRE Wheels, and more. These have been documented on our Project 997TT Section Here.
Now it is time to show what the limit is of this engine as we take the car to 800HP. Besides being fast in a straight line, good handling, styling, and braking are key points in this project. The end result will be some independent track tests, drag times, 60-130, and video diaries of customer test drives.
Having fitted Garrett turbos to our 996TT, I was fully aware of what needed to be done on the 997TT but with changes for the larger GT3076 turbos. While trying to keep quality products, we also want to have a cost effective way to accomplish this goal. Learning from our 996TT project and mistakes, we were prepared to begin this journey.
Here are the parts that we currently have on the car:
JIC Exhaust
Agency Power Headers
Agency Power Carbon Fiber Cold Air Intake
VRTuned ECU Flash
Car makes about 630awhp on pump. Runs 15psi and 18psi on sport mode.
Here is what we need to make this happen:
2 Garrett GT3076rs .63a/r Turbos
2 Tial 44mm External Wastegates
Headers to use the Garrett turbos
Intercoolers
Intercooler Piping
Boost Hoses
Upgraded Y-Pipe
New ECU Tune
Step 1
First step for us was to remove the stock bumper and remove the stock VTG turbos. To keep cost down we took our Agency Power GT Headers and added a T3/T4 flange to bolt the Garrett Turbo to it. Since we are running the external wastegates, we put a hole in the merge collector and fitted the Tial 44mm wastegate with V-band clamps. This is positioned to be level with the lowest point on the car and still have clearance by the sway bar bracket. There was no need for any fancy oil cans. To fit these, we drilled out the holes on the stock oil can which it fits up to the turbo fine including the oil breather hard line. We are still working on the waterline and top feed oil line. 1 part that we did want to retain was an adapter that fit the Garrett turbo so you could bolt a stock exhaust style flange to it. We retained this idea from our 996TT kit.
Step 2
We are going to improve the cooling by upgrading the intercoolers. We decided to use our Agency Power intercoolers from the 996TT. The intercoolers are good to 800hp and about 40% larger then the stock ones. The orientation of the intercoolers is the same on the 996TT and 997TT. The ducting has to be modified slightly and we added a tab to secure it better. Once we cut up the ducting, the intercooler is positioned with double sided foam to keep the air flow sealed and we run those tie straps through the core that are used on radiators to keep it tight.
Step 3
Right now we are in the process of making the intercooler pipe that goes from the compressor side of the turbo to the intake. We are going to be retaining the OEM style boost hoses but we have upgraded them with our Agency Power silicone ones. The top YPipe will be recreated going with 3inch piping merging into the 4inch collector that goes to the throttle body. We are going to have this pipe built so we can keep our carbon air box setup.
More info coming soon…. All pictures are located here – https://www.vividracing.com/forums/gallery/browseimages.php?c=342
Balls.
We finished the left side turbo and began to build the intercooler pipes to replace the factory plastic smooshed ones. These are 2.5" aluminum piping that will go to each intake. We are ovalizing part of the pipe for clearance issue. Will have more pics soon 🙂
I can has drive?
We are fabbing up the intercooler pipe. Because of where the GT30 sits, we cannot use the stock piping plus the angle would have great flow restrictions. Here are some of the shots.
Got both intake pipes completed from the compressor to the MAF pipe done. Now we are working on making the larger YPipe. This pipe is a 4inch to 3inch and retains the ability to run your stock airbox or even our carbon fiber intake kit.
A little further along on the Ypipe kit 🙂 We are going to make it neck down to fit with the stock boost hoses that way a person can buy and run this YPipe seperately to use it with the stock intercoolers. We now have to fit the intercoolers to make sure everything lines up proper to be modular. After this is completed we will attack the oil and water lines on the turbo.
Though these parts are fabbed, we will be jigging all of this to distribute instead of just 1 off projects.
Sweet. Here in the next couple of weeks I’ll have to employ Jason to do a little fab work.
Here is a picture of the stock oil cans fitted to the GT3076. The flange is perfect, just need to slightly drill out the bolt holes to mount to the turbo. Also a pic of the intercoolers ready to go on.
Well there are many reasons to go with actual Garrett turbos instead of these hybrid setups. Ultimately, faster spool, greater power, and the ability to have a huge turbo setup 🙂 But with a non bolt on turbo comes issues. Garrett turbos require the use of oil and waterlines. But unlike the 996TT, taking the stock oil line out of the block is not that easy. The factory 997TT turbo is also water cooled, but those Germans created an oddity push fitting. So we have to do the unthinkable. Convert a German to AMURICAN!
Since the Garrett turbo requires standard American fittings for the oil lines and waterlines, we cut the fittings off each line and then metal soldered on new AN fittings which will then connect to the appropriate banjo bolt or fitting to go to the turbo. Slow process, I know. But in the end, this will become a complete bolt on Garrett Turbo Kit for installation.
All that is left now is for super fabricator Jason to finish the top Ypipe and connect all the dots. Once that is done, we will put everything together and see if it fires up without leaking 🙂 Now there will probably be a GAZILLION check engine lights, but that is ok. Once we know everything is good, the clutch will be pulled and sent to ClutchMasters to be beefed up. While that is done, the pipes will go to powdercoat and get jigged. Then master ECU tuner Scott from VRTuned will make this thing rip out 800 HP to the crank. Oh yeah, will have to install a Greddy EBC too 🙂
Stay tuned and keep watching at http://www.vividracing.com/forums/project-997tt
Closer… closer… closer. Trust me it is killing me! But Jason our master fabricator is kicking ass! He will have the Ypipe completed today to work with our Carbon Fiber Air Intake or the OEM intake and factory boost hoses. We wanted to keep all parts modular. You can also see the intercoolers are in place and the new oil and water lines are attached. Soon!
Again all pictures can be seen here – https://www.vividracing.com/forums/gallery/browseimages.php?c=342
Closer… Closer…
Oil lines and waterlines completed. Intake parts about to go in place.
Just need to add some oil, coolant, a BOV, and start her up 🙂
Got the car fired up and it worked! No leaks 🙂 Now we need to install the Greddy EBC and have VRTuned do the tune!!!!!!
Check out the video – http://www.vividracing.com/catalog/download/running.mpg
I’m coming by to drive it.
Installing the clutch today. It is the Clutch Masters Stage 3 Full Disk Kit. Next up is the VRTuned ECU flash that will be installed tomorrow along with the Greddy Profec B and we should be rockin and rolling 🙂
Stock Clutch on the top with 7000 miles and new clutch on bottom.
Well, its done! Results are amazing and it is everything we wanted. Our goal was to obtain of 800 crank horsepower on the dyno, but the road of testing is not completely over. If you have followed the thread you have seen the hard parts we have manufactured come to life. Everything was finally pulled together with the VRTuned ECU flash. Comparing to other companies, we of course used VP 109 to get our final number. Doing pulls in both 3rd and 4th gear, we averaged about the same. As we all know the Mustang Dyno reads very very low. With a parasitic multiplier of 1.0 where it should be set, our numbers were still strong. We factor in a 25% drivetrain loss on the mustang dyno. Before the smoothing of the Mustang Dyno was done to make the line "pretty", the screen shot shows 642 awhp with 616 ft/lbs of torque. This was run at 1.4 bar of boost. This map is a base map for 93 octane. So when running pump fuel of 91 octane, it is recommended to only run about 1.0bar of boost. If you have 93 octane, you can run 1.2 bar of boost. This is controlled with the Greddy Profec B Boost Controller.
We are going to go more into detail on the performance and ECU tuning shortly. But for now we wanted to share a short video clip and dyno sheet. Stay tuned for PBOX 60-130 and 1/4 miles. We will also have a promo video and official press release shortly.
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Just got my YPipe back from powdercoat and installed with our Agency Power boost hoses. Got the blow off valves running 50/50 recircing back into the intake and will now add the carbon intake box back on!
Great YPipe! Wish I can do that on my car..
Very nice project going on here. Wicked.