One for the 996TT Tuners & Tweekers
Discussion
Just thought you may fancy a look, you know how it is with toy's, we ponder the options, RUF RUF!!!!
From 4880(460bhp-ex fitting)-50,000(590bhp fitted) Euro's!!!!!
RUF Rturbo 460 HP
Power Output (DIN) 338 kW (460 bhp) @ 6.000 rpm
Specific Output 93 kW/L (127 bhp/L)
Maximum Torque 620 Nm @ 3.000 rpm
Displacement 3.600 cm3
Compression Ratio 9.4:1
Consist of: converted turbo charger, control unit and sport air filter
RUF Rturbo 485 HP
Power Output (DIN) 355 kW (485 bhp) @ 6.000 rpm
Specific Output 98 kW/L (129 bhp/L)
Maximum Torque 640 Nm @ 3.500 rpm
Displacement 3.600 cm3
Compression Ratio 9.4:1
Consist of: converted turbo charger, control unit, sport air filter and Ruf exhaust system
RUF Rturbo 520 HP
Power Output (DIN) 382 kW (520 bhp) @ 6.000 rpm
Specific Output 106 kW/L (144 bhp/L)
Maximum Torque 740 Nm @ 3.500 rpm
Displacement 3.600 cm3
Compression Ratio 9.4:1
Consist of: converted turbo charger, control unit, Ruf intake manifold, sport air filter, Ruf exhaust system and reinforced clutch
RUF Rturbo 550 HP
Power Output (DIN) 405 kW (550 bhp) @ 6.000 rpm
Specific Output 113 kW/L (153 bhp/L)
Maximum Torque 780 Nm @ 4.000 rpm
Displacement 3.600 cm³
Compression Ratio 9.4:1
Consist of: converted turbo charger, control unit, Ruf intake manifold, sport air filter, Ruf exhaust system and reinforced clutch
RUF Rturbo 590 HP
Power Output (DIN) 433 kW (590 bhp) @ 6.500 rpm
Specific Output 120 kW/L (164 bhp/L)
Maximum Torque 830 Nm @ 4.200 rpm
Displacement 3.600 cm³
Compression Ratio 9.4:1
Consist of: converted turbo charger, control unit, Ruf intake manifold, sport air filter, Ruf exhaust system, Ruf exhaust manifold, reinforced clutch, titanium conrods, dismantle and assemble complete engine
From 4880(460bhp-ex fitting)-50,000(590bhp fitted) Euro's!!!!!
RUF Rturbo 460 HP
Power Output (DIN) 338 kW (460 bhp) @ 6.000 rpm
Specific Output 93 kW/L (127 bhp/L)
Maximum Torque 620 Nm @ 3.000 rpm
Displacement 3.600 cm3
Compression Ratio 9.4:1
Consist of: converted turbo charger, control unit and sport air filter
RUF Rturbo 485 HP
Power Output (DIN) 355 kW (485 bhp) @ 6.000 rpm
Specific Output 98 kW/L (129 bhp/L)
Maximum Torque 640 Nm @ 3.500 rpm
Displacement 3.600 cm3
Compression Ratio 9.4:1
Consist of: converted turbo charger, control unit, sport air filter and Ruf exhaust system
RUF Rturbo 520 HP
Power Output (DIN) 382 kW (520 bhp) @ 6.000 rpm
Specific Output 106 kW/L (144 bhp/L)
Maximum Torque 740 Nm @ 3.500 rpm
Displacement 3.600 cm3
Compression Ratio 9.4:1
Consist of: converted turbo charger, control unit, Ruf intake manifold, sport air filter, Ruf exhaust system and reinforced clutch
RUF Rturbo 550 HP
Power Output (DIN) 405 kW (550 bhp) @ 6.000 rpm
Specific Output 113 kW/L (153 bhp/L)
Maximum Torque 780 Nm @ 4.000 rpm
Displacement 3.600 cm³
Compression Ratio 9.4:1
Consist of: converted turbo charger, control unit, Ruf intake manifold, sport air filter, Ruf exhaust system and reinforced clutch
RUF Rturbo 590 HP
Power Output (DIN) 433 kW (590 bhp) @ 6.500 rpm
Specific Output 120 kW/L (164 bhp/L)
Maximum Torque 830 Nm @ 4.200 rpm
Displacement 3.600 cm³
Compression Ratio 9.4:1
Consist of: converted turbo charger, control unit, Ruf intake manifold, sport air filter, Ruf exhaust system, Ruf exhaust manifold, reinforced clutch, titanium conrods, dismantle and assemble complete engine
More interesting point for me is how they haven't lowered the compression ratio from the already very high 9.4:1.
When you boost to this degree, you will run into knock problems. yes, you can retard the ignition-sure, but this can only take you so far.
To explain better, if you consider the compromise of the variables of
1)ignition,
2)Compression Ratio and
3)Boost/load-
then there comes a point when boosting to high heaven, keeping the CR the same and retarding to stop knock is far worse in terms of torque achieved then less boost, same CR, and more advance.
I can only hypothesize that the 996TT engine is NOT knock limited at top end (perhaps above 5000-5500 rpm) and the extra boost here (may be from bigger turbos) DOES gain because you're not having to retard as you're not going into knock- BUT that there is either less boost (bigger turbos) lower down hence less low speed torque- or that the engine is more knock limited and hence more retarded at low speeds (due to what I just discussed) and hence again less low speed torque.
May be gains from lower loss intake and exhaust help here in this high overlap example too....
See this post for a fuller explanation:
www.pistonheads.com/gassing/topic.asp?t=130590&f=48&h=0
>> Edited by Marquis_Rex on Thursday 21st October 16:51
>> Edited by Marquis_Rex on Thursday 21st October 16:53
When you boost to this degree, you will run into knock problems. yes, you can retard the ignition-sure, but this can only take you so far.
To explain better, if you consider the compromise of the variables of
1)ignition,
2)Compression Ratio and
3)Boost/load-
then there comes a point when boosting to high heaven, keeping the CR the same and retarding to stop knock is far worse in terms of torque achieved then less boost, same CR, and more advance.
I can only hypothesize that the 996TT engine is NOT knock limited at top end (perhaps above 5000-5500 rpm) and the extra boost here (may be from bigger turbos) DOES gain because you're not having to retard as you're not going into knock- BUT that there is either less boost (bigger turbos) lower down hence less low speed torque- or that the engine is more knock limited and hence more retarded at low speeds (due to what I just discussed) and hence again less low speed torque.
May be gains from lower loss intake and exhaust help here in this high overlap example too....
See this post for a fuller explanation:
www.pistonheads.com/gassing/topic.asp?t=130590&f=48&h=0
>> Edited by Marquis_Rex on Thursday 21st October 16:51
>> Edited by Marquis_Rex on Thursday 21st October 16:53
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