The turbine discharge pipe is fully insulated to prevent baking everything nearby. It’s interesting in that the turbine discharge looks to be about 4” diameter but the pipe reduces down to about 3” from the looks of it. I guess their existing mufflers didn’t have a larger inlet.
I’ll guess the muffler is titanium. No fake tips here. Supposedly, the car has 100 cell cats. I think they may be located in the ends of the muffler where the turbine discharge pipes enter; as you can see the piping expands which feasibly could be to mate to larger diameter cats.
A little power trick the Germans have started using is water injection. Make sure to only use distilled water so as to not gunk up the system. I imagine a little meth could be used too for some extra octane. EDIT: It turns out the system is not water injection into the intake manifold like the BMW M4 GTS, but just a water SPRAY system which sprays water onto the intercoolers. So basically early 2000s Japanese rally car tech. I have to say, I’m a bit disappointed, but it may have required too much of a tear-up to do water injection.
The water reservoir tank has a sight level in the side. A pump from Aquamist provides the pressure.
Track cars also have fire suppression systems. These hard lines look to distribute the fire retardant all across the engine bay. EDIT: The two outermost locations are for the intercooler water sprayers. Looking at the previous picture, you can see that hardline goes to the Aquamist pump. Side note, those hardlines are nicely retained by all the little clip features.
There’s a removable roof panel over the driver’s seat. I imagine it’s for if the car is stuck on its side after a crash. It would be cooler if it were a James Bond-style ejector seat though.
This is perhaps the most valuable car in the booth. Check out the large diameter steering wheel required to provide enough leverage due to the lack of power steering.
As I’ve learned in my engineering career, sometimes products are a bit rushed to market and the engineering team isn’t able to implement all the features they would have liked. The 992 engine package with the updated layout of the intercooler and air filters seem to address the shortcomings of the 991.2 and should have significant performance improvements. The 992 turbo log manifold looks to be similar in design to the GT2 RS Clubsport and should again have measurable improvements over the 991.2 generation design. The extra heat shielding on the 992 is probably from some lessons learned too. The GT2 RS Clubsport is an interesting study of what an OEM does to take a street car and make it a track car. Basically, more aero, more safety, and more cooling. There are lots of tricks, especially when it comes to packaging and thermal management to be learned and emulated that the factory did on these Porsches for those of you building your own track cars to get the most reliability out of things.
Thanks Blake, much appreciated! For us guys who like to modify our cars in our garages, lots of lessons to be learned from the OEMs. And now with Porsche being almost all turbo, lots of lessons for those slapping turbos on there rides. Lots of aero tricks too for the track and time attack crowd.
Exactly Khiem, I always follow the OEMs, especially when they track their cars. They spend millions and we get to reap the rewards. A patient engineer is a good engineer. Why do the heavy lifting, if you don’t have to?
BTW, there’s a reason the mechanics in F1 religiously guard their cards. As soon as an engineer sees the goods, it’s practically over. Reverse engineering isn’t as hard as it looks.
Surprised to not seeing the adoption of electronic wastegates in the aftermarket community (having so many people so obsessed with turbos and all)… No real advantage or is really cost the factor?
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Always thoroughly enjoy a look at these new performance cars through your eyes Khiem. Keep them coming!
Thanks Blake, much appreciated! For us guys who like to modify our cars in our garages, lots of lessons to be learned from the OEMs. And now with Porsche being almost all turbo, lots of lessons for those slapping turbos on there rides. Lots of aero tricks too for the track and time attack crowd.
Indeed, currently planning some underbody aero for my project and thinking to replicate the turning vanes as seen on the McLaren and GT2 here.
Exactly Khiem, I always follow the OEMs, especially when they track their cars. They spend millions and we get to reap the rewards. A patient engineer is a good engineer. Why do the heavy lifting, if you don’t have to?
BTW, there’s a reason the mechanics in F1 religiously guard their cards. As soon as an engineer sees the goods, it’s practically over. Reverse engineering isn’t as hard as it looks.
Nice article!
Surprised to not seeing the adoption of electronic wastegates in the aftermarket community (having so many people so obsessed with turbos and all)… No real advantage or is really cost the factor?
Thanks!
Well, I think becauseof two main issues: how to control and also many people go with external wastegates.