Rasant Products 996 / 997.1 "Power Pack" Dyno Results;

I'm helping a friend of mine with some add-on superficial performance pieces to try and wake up his base 996 Carrera a bit (without breaking the bank.) There's only "so" much that one can do (compared to the tune-ability of the turbocharged models), before you have to look at a custom engine build, or forced induction. The word is that Rasant products may offer a Rotrex Supercharger kit for the 996 at some point in the future, but these motors - I dare say - have a bit of a glass jaw in the bearings and piston side-load / cylinder wall scoring department. For now, the best option we found was installation of a 996 / 997.1-specific "Power Pack" kit and associated tuning, consisting of the following; Evolution Motorsports V-Flow Intake System IPD Divided Intake Plenum (their latest version appears to incorporate some significant updates) OEM 82mm Bosch GT3 Throttle-body Associated EvoMS DME-direct performance ECU flash to optimize fuel and ignition curves. The full kit takes a few hours, to about a half day for installation (depending on motivation, skill, lift access, tool quality and beer selection.) The full kit is sold for $3,599 (installation and final tuning included) and I would be happy to share resource information offline. I don't want the commercial interest police riled up, so feel free to ask those details in PM please. We wanted to see some real-world before and after dyno performance data, so I took the car down to a local dyno and completed a few baseline power-pulls before installation. For the record, this is an average 996 that is well-maintained. The car is technician-owned, so it gets regular engine oil changes (with crank-case flushes), an LN Engineering IMS update has been completed, newer plugs and coils were installed recently, the oil-air separator was also replaced etc. These runs were completed in 4th gear. On the first two pulls I rolled up long through the gears and ended up at 2500-3000 rpm already when I laid the hammer down. For this last pull, I short-shifted to try and roll in at low rpms. Because I stabbed the throttle around 1500 rpm, the air does some funky things initially, until the flow stabilizes. It would be interesting to see if the EvoMS V-Flow airbox helps to smooth any of that out. Stay tuned (as they say), for the post-installation dyno results! 282-Horsepower at the wheels. 244 Pounds-feet of torque at the wheels.

Cool. Good luck with the project. Always like to see this stuff. Any reasoning behind why Rasant chose that particular mix of parts to use? Rasant claims an additional 30 hp with that particular mix of parts. Others claim to get an additional 30 hp you need to also add headers and cats to the above mix to get better flow. Especially in the 3.6. Out of curiosity, what headers amd cats are you currently running in your baseline?

I�d love to see a Rotrex kit! I had a HKS 7470 on my old 350Z.

Awesome, look forward to following along. I'll be grabbing your data to add the the M96 HP thread , good collection there and your info will be a great addition ! Thanks for sharing.

I still think the only value the IPD plenum actually provides is just being a host for the 82mm throttle body. Curious to see how this turns out. It would be nice to see at least what the change is with all the parts added pre & post tune, as I understand that swapping physical parts can be time consuming/etc.

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The car has stock headers, but it no longer has the stock cats. It has some sort of aftermarket rear muffler, but it's stock otherwise. There may be some better headers and exhaust in it's future, but for now we'll keep that all the same and just do the intake and tune side of things. There is a long-standing relationship between Sam from EvoMS and G2 and Rasant (he does all of the tuning for Rasant and G2 and he helps to manage that Rasant brand now), so that was one of the drivers behind the decision to combine these parts. The other is that we have fitted some of these parts and I have driven cars with some of these parts and have been pleased with the results - hence the decision to combine these parts. There are all sorts of other parts out there, but EvoMS, IPD and the Bosch part brings good referencability. Having driven another car that had the EvoMS / IPD / Tune combination (without the GT3 throttle-body), I can honestly say - at least for the seat of the pants dyno - that the combination works very well! The car just responds much better and it feels like you have much more usable torque across the entire rpm range. I'd think that 25-30, horsepower and torque (at the wheels), is realistic. The throttle-response was WAY better! We'll see what the after dyno results say. We have a full-race, widebody, E36 M3 here right now with an S52 that we built with forged internals and an HKS supercharger. Undeniable - 475 horses on relatively average boost! (The car came to us with an HKS on it already, or I would have opted for the Rotrex.) The thing that pisses me off - being a Rotrex dealer - is that HKS blatantly ripped off the Rotrex planetary roller design! For years, HKS was running Rotrex SCs. They relocated their headquarters abroad (in the middle of that reverse-engineering design process) and suddenly HKS was selling SCs that look and operate suspiciously like the Rotrex design. We had a 370Z NISMO here a few weeks ago with a Vortec on it - noisy, large, bulky POS hanging off of the side of the snail there for the gear-up system. It only gears up like 1:3. The Rotrex spools the turbine up with a 1:7 ratio, to as much as 1:13 - depending on the model! It spins at 90,000 to as much as 240,000 rpm! It's quiet and it has it's own contained oil cooling and filtration system, so they don't crap the engine oil so badly like a turbo does! The Rotrex also doesn't make the heat that other SCs do - in fact, in general, SC's don't have that heat backing up in the exhaust ports, so you don't need to dump fuel as much to cool the combustion chamber. Yeah! I'm excited to actually do the before and after dyno testing and to do a kit WITH the GT3 throttlebody. I'm fairly certain that IPD has done actual before and after dyno development work on all of their product. I saw a thread somewhere else here where some poster was pooping on the IPD products, but I wouldn't bet on that slight without further research. We know Greg and he strikes me as a thorough developer. I do know that they have recently redesigned that particular product (same for the 996 and for the 997.1 models), so perhaps there's something there. I'll keep you guys updated during the installation process with photos / times and then post after the dyno.

Also, here's a vid of the last pull. You Tube

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Interesting, my particular kit came off the HKS USA test mule. There is a Dutch company who made a kit using a C30(I think).

Do you have any more information on what are the changes in the latest revision of the IPD Plenum? I can't find anything online about any updates.

They have gone thru 2 changes and I have had both on my car. The original had a very smooth internal (brown) surface that was pretty cool looking. Argument was that it was smoother providing better flow. The second version came out about 10-12 years ago. It had a "golfball" like surface that was a less smooth "dimpled" aluminum surface. If there is a third version, I can't find it either Regardless of version, many of us are very interested in the tuning aspect as to how you pull it all together. Very much appreciate the thread.

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That is correct. The latest change as I understand it, is that IPD is getting away (in general), from the dimpling internally. When I spoke with Greg at Rennlist, it sounded like the performance trade-off / cost-reward was just not there. They are also moving to a roughed-up, coated surface, rather than the dimpling. Stated different (and this is just my interpretation - HE didn't say this), but my understanding is that while the dimpled "golf ball surface" internals make a difference to the flow, the increased production time and cost can't justify it- AND the new surface works better. The second improvement (and which unfortunately you can't really see in current posted pictures), was made to the internal flow - to the actual shape of the parts internally. Apparently, there is a good improvement there. And then finally - aesthetically - the piece looks a little cooler externally as well - the divided flow design is more pronounced. My take is that it is the combination of the EvoMS V-Flow intake, the IPD plenum, the GT3 T-body and the tune that is going to make a really noticeable difference. For cars local to the Seattle area, $3,599 - installed - seems to be a good return (there's only "so" much that you can do with these NA things before opening her up for surgery.) Especially if somebody already has an upgraded exhaust, or cams perhaps - the tune is going to help optimize all of that as well. The improved flow (topside), is going to really start working together with that exhaust down below. It helps that EvoMS is only a couple of miles down the road from the shop - and right next to the dyno that we use, so fine-tuning on a local car after installation, would make it that much better. Another option for remote installations, is that EvoMS / Rasant can send you a connector that would allow the tuner to remotely tune a car anywhere that needs further optimization. I must stress though that EvoMS has done a-LOT of testing and fine-tuning (specifically on 996s and 997s) over the years and one would be hard-pressed to find a car with superficial modifications such as these, with tuning requirements that do not fall within 99% of a prepackaged tune's fuel and ignition parameters. The "Power Pack" retains your car's stock air sensor, so if the O2 sensors are working correctly, the ECU's base functions will meet the remaining required driving AFR functions (within the parameters of the new EvoMS tune.)

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Below are pictures of the original part and then the revised part for the 996 and 997.1 (note that inside of the "Old" plenum shows the dimpling and the "New" plenum is without it...) New IPD Plenum Old IPD Plenum

@G-Body If you are inclined to do it, incrementally add the plenum/throttle body first, then dyno it. Then add the airbox and then dyno it. Then tune it so we can see how the tuner pulls it all together and the final dyno numbers. Sure, you can change the orders if it makes more sense in your process. As mentioned previously, we are all looking to see how to get improvements out of the car. No question the tuning is the key ingredient to pulling it all together.

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I would LOVE to have the time and resources to devote to that, but we don't. It would also mean that I am taking the time and spending the money for around 3 separate installation rounds, punctuated by 4 separate dyno visits - possibly even 5! OR, I'd have to pay for the dyno for the day to allow for installations piece by piece there on the spot, one stage at a time - with an associated tune for each individual stage in-between, followed by a dyno session for each step! Now I'm doing the work that those manufacturers have each already done (and that frankly, I feel like other end-users on the forums have essentially already done for themselves as well.) You have to consider a couple of other things too; we typically clear adaptations after a given part is installed and when the tune is applied. Then you drive the car for a few days as new adaptations take affect. We've now cleared 50,000 miles or 100,000 miles of adaptive learning and you're letting the ECU start over like it's new. The other thing that's important is the cumulative effect of the parts. In theory perhaps - but my thought none the least - is that the sum of the whole is higher - so there's your 4th or 5th tune to see how it all comes together later. Costly and time consuming, but as a very sequential and detailed thinker myself, I love the staged thinking! Sorry man, with 8-15% margins on performance parts, we just can't justify it. We're excited to see the final results, none the less. The car is getting some coil-overs on Monday as well and then it is back to the dyno next week.

How about bolting on the plenum/tb and air box at the same time, driving it around as you suggested to maximize the computer around the new parts and then dyno it before you tune it so we can see the new baseline. Then work your magic with the tune and then a final dyno. It would also be good to know exactly what you are running for your exhaust components.

What does the new IPD offer over the old

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Oof. Please read the first page of this thread. (Sorry - I type with a highly-coveted, one-finger, hunt-and-peck method.) Already spelled out what I know for you. We'll see. We're in the middle of several Rotrex developments and full Rasant ITB / GT3 plenum installations. Time is a precious, premium commodity around here these days.

G I did read it I was looking for specific info I thought you had Knowledge of the benefit of the new model I was looking for IPD claims over its older model

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No, just what I posted. Sorry.

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You are going to have them already bolted on in prep for tuning on the dyno. Give them a single run before tuning. It would be good to level-set a second baseline before you work your science with tuning. You mentioned you have aftermarket cats. Just to level-set one more time, probably be a good idea to confirm what headers, cats and mufflers you are running.

Okay, so I have some additional information and a progress report, but first - a quick correction! In my previous post, I had the labeling on the two images reversed! I have now edited that post a bit (as well as the naming of the two images), for posterity. The part image with the LESS pronounced "dip" - and showing the internal dimpling - is the old one! The part image with the MORE pronounced divided V-Flow "dip" - and showing no dimpling - IS the new one! Anyway, we have completed the installation of the kit and it'll get flash- tuned later this week. (The owner wants to first install some new coil-overs that we are going to try.) Here are a few shots of the installation. The worst part was getting the IPD plenum with the two end-boots in there. It is a BEAR! But it's in and it all looks really good. The rest was relatively easy. You just have to fiddle with things a bit to get them to go where they belong. On the 996, there is an additional bracket that sort of angles and re-positions the secondary air-pump a little differently.

Success! The ECU flash went down without a hitch and we went for a first drive in the car! All I can say is AMAZING! It's fantastic folks! These cars don't normally have much for roll-on torque down at 2200 to 2500 rpm in 3rd, or in 4th. You typically have to downshift, if you lack patience and runway. The increase in throttle-response was VERY noticeable - pretty much across the entire rpm-range! We did several roll-ons in that low rpm lugging range and the car just bursts forward! The increased torque (especially low-down), was VERY noticeable and the engine sound quality coming at you from the rear under full-throttle, is really fun! (Not too loud or obnoxious and there's no droning!) There's just rich, Flat-6 music coming from the engine bay! We'll head back to the dyno for the post-installation pulls soon and I'll report back. Meanwhile, for any interested parties, I can help anyone pull the package together and arrange the tune - locally, or remotely. Perhaps message me personally, so that we don't overstep any Rennlist boundaries and get a great informational thread like this flagged for commercial interest. I had a 997.1, but I sold it before I could do something like this and regretted selling it ever since then. (I was always curious about the amalgamated results that could be expected from the installation of the combined Power Pack.) I'd love to get back into a 997 again (or even a 996 like this for myself at some point.) I'm happy to say that I am convinced - for 3600 bucks - installed - it's worth it. Also, the coil-overs that we installed are amazing - especially considering the price-point! The ride was not harsh, I love the stance - not too low (we may even bring a front down a tad more tomorrow during the alignment), but it felt crisp during our drive on short, tight twisties (with fast transitions) and the highway stability was fantastic at higher speeds.

Sounds like fun! Did I miss the "after" dyno sheet?

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👍

Did you ever get the car on the dyno post modification?

Nope. Or if they did, he never posted any dyno number. Would love to see them.

In another thread he states ( I'm an owner at Rasant Products ) so possibly he can be reached there ?

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Great! Any chance of posting the dynos? As 996 enthusiasts we would all love to see!

Pinging @G-Body for followup dyno result...

Sorry folks! I goofed and dropped the ball with follow-up on the thread here (busy-busy times for me...) Anyway, I realized that I had started this thread under my personal Rennlist profile from home back then (that profile precedes our acquisition of Rasant Products - and launching that "sponsored" business profile), so I haven't really returned to this profile (or the thread) in a while. I typically only log on to the Rasant Products profile from work and we have been super busy with the air-cooled 911 ITB work, the 944 "07K" engine swaps and the 928 Rotrex supercharger development. So, yeah - time for a quick follow up. The car went back to the dyno and made around 310hp and 269 tq if I recall. Next time I'm over there I'll have them reprint the dyno sheet for me and post it. I realize that those aren't earth-shattering numbers in this "just crank up the boost dude" world (at least not on paper), but the improvements in throttle-response were extremely noticeable! The whole torque curve shifted up (the low-end improvement was really surprising) and being able to just roll-on throttle without a downshift, makes a big difference in the experience. (These cars are typically a bit "flat" down low.) This test car belongs to a friend and that was part of the reason why this thread was initially launched under my personal profile. For fear of the "commercial interest" police coming after me for recommending a product that a commercial business sells, I'll stop here and just say that G2 and Rasant have installed about a half dozen kits since then and the customers all seem to love 'em.

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I'd ask and encourage you to post your sheet and info in the thread below. https://rennlist.com/forums/996-foru...s-allowed.html