In for our potent P800 package, these tires are due for a rude awakening as 700whp pounds them into the pavement:
After check-in is finished, it is over to the rack for tear down. At this stage, the car is hooked up to our battery charger and tuning PC so we can download the stock file from the DME using a Softronic OBDII interface cable.
The official build sheet starts as our P800 PKG:
P800 PKG 700 WHP PUMP GAS PKG
Delivering 700 whp and a super-smooth curve, the Switzer P800 997 TT
Porsche offers a real "Jekyll and Hyde" duality of smooth cruising and
easy driving around-town, followed up by Veyron-baiting performance when
the nanny-controls are off and the pedals hit the metals. This is the
ultimate daily-driven track star.
From there, we add our stage 1 clutch upgrade to handle 800HP. Also on the list of modifications is a set of H&R lowering springs to clean up the wheel gap.
Stay tuned for updates as this build progresses. For more information on the P800 and other 997TT performance upgrades, contact Switzer Performance today!
Yes, that is correct, 700HP, and on 93 octane no-less! While it may not seem that impressive compared to our more powerful offerings such as the P800, R911, or our special order builds, with this package starting at $17990 you get incredible "bang" for your proverbial "buck." How much bang is that exactly? Enough to propel the 997TT into Veyron territory with a 2.5 0-60 and 0-100mph in 5.9 seconds!
VBox Verified Performance
Enjoy the photos below of the our most recent P700 997TT heading home:
Switzer Billet Upper Intake plumbing from our MONSTER IC's
Switzer Signature Series Wheels in Satin BlackEnjoy!
Some of our Russian customers recently had the chance to run a local Evotech E55 AMG Kompressor - in this clip, the Switzer Porsche (running our 700/750 Tiptronic package) easily walks the Benz, flashers on to "encourage" the Benzo's pilot.
Comparisons between Porsche's turbocharged 997 and Nissan's newest GTR have kept the automotive press pretty busy in recent months – with the general consensus being that the GTR stacks up against Stuttgart's performance icon pretty well, thank you very much. Now, however – a year after the GTR's debut – the first tuner GTRs are starting to reach customers ... which seems to beg the question: how do these tuned GTRs stack up against tuned Porsches?
Back in January, the thousand horsepower SLEDGEHAMMER 997 introduced the world to Tym Switzer and his Oberlin, Ohio-based tuning firm. With more than 15 years' experience tuning high-performance cars from Europe and Japan, Switzer is uniquely qualified to answer that question. “Compared to the Porsches, Nissan's 'Godzilla' is a different animal altogether. As an all-weather, four-passenger supercar, the GTR seems like it could appeal to the same kind of audience as the 997, but the GTR is much more of a 'digital' type of experience. It's really amazing how close these cars are, in terms of ultimate performance.”
Switzer would know: for the last few months, Switzer has been carefully studying the GTR, developing a series of sensible, high-performance bolt-ons aimed at producing a streetable GTR performance package that didn't force GTR owners to sacrifice reliability or drivability.
Called the P700, Switzer's new package promises more than 700 bulletproof crank horsepower on 93 octane pump gas. “I was always impressed with Nissan's application of certain technologies. One thing I was not impressed with was the amount of 'fluff' parts I was seeing being distributed for the cars or the 'banzai' sort of crank-the-boost with 100+ octane racing fuel antics I was seeing in the aftermarket. I knew that it was important to take a look at what the car was reliably capable of, and what was really going on within the platform.” Switzer's first step was extensive data-logging and analysis. “We checked for pressure drops, temperature variations, everything. After replacing the stock turbos with application-specific custom units and our own unique MONSTER intercooler package, we slowly dialed up the boost, checking all the data again and again. Eventually, we ended up going beyond the limits of the standard ECU calibrations and hardware, so we built the necessary components and the data-gathering started again.
With more than 626 awhp and 583 lb-ft of awtq on tap, the Switzer P700 GTR is certainly set to deliver a driving experience that is many steps above Nissan's standard “Godzilla” GTR, without putting unnecessary stress on the GTR's driveline. MSRP for Switzer's P700 GTR performance package is 16650 USD. Contact your Switzer Performance dealer for more information and compatibility with your current aftermarket hardware.
Although we have been strongly focused on our Porsche development for the last couple of years, we recently took on an interesting project for a client of ours. The new Nissan R35 GTR. Having been tuning and modifying multivalve turbocharged engines now for many years, I have been involved in many projects spanning many platforms. One car that I have always been a fan of has been the Nissan Skyline. When we were approached about what we could do to enhance the GTR I was reluctant to get involved at first. However there was an interest in the back of my mind to see what we could do with the platform.
After doing some initial research to get familiar with the newest platform, I was impressed with Nissan's application of certain technologies. One thing I was not impressed with was the amount of "fluff" parts I was seeing being distributed for the cars or the banzai-crank-the-boost with racegas tuning tactics that I was seeing. I knew that it was important to take a look at what the car was actually capable of and what was really going on within the platform as we tried to push it beyond factory performance limits. One thing that I have come to realize at this point after many dyno pulls and recalibrations for different hardware... Many of the cars out there are running on the very edge of their durability and their longevity will certainly be tested. The Nissan ECU is very dynamic in its control strategies and this is absolutely the only reason many of the modified GTR's out there are staying together (for now).
During the development of this GTR, we have done an enormous amount of data aquisition and testing. We were able to see the deficiencies of certain factory components and confirm the outstanding performance of others. I am steadfast in my stubborness in regard to not adding any component to a project that doesn't contribute to the end goal. Rather than just throwing parts at a given project to achieve a result, it's important to know why you are changing them.
Since our client was looking to road race his car heavily (yet wanted the ability and convenience of not having to find race gas all of the time to enjoy the car), I wanted to lay out a combination that would make around 700hp at the crank without stressing the engine or transmission. I also wanted the car to be ultra consistent. What good is 700hp if you can only use it once before you have to let the car cool completely down to get the same performance? Dyno Queen? No thank you. I don't race dyno sheets.
In order to generate this kind of performance reliably and consistently, it is imperative that you increase the efficiency of the combination. It was my personal opinion that to run the stock intercooling and turbochargers much beyond factory levels was pushing those components into areas of inefficiency that would eventually become counter productive to our efforts from a durability and performance standpoint. Data analysis from testing easily confirmed this.
Working with our development partners, we have been able to put together a combination with the finest turbocharger technology currently available. These new turbochargers utilize Garrett GT ball-bearing center sections and custom compressor wheels with the most applicable aero profile for this combination. These turbos not only produce the airflow needed to meet our performance targets, they also offer the best intial and transient boost response as well. This is hugely important for road course and street use. Along with the intercooler and plumbing package we have developed, this combination has the best thermal capacity we have produced on a platform to date. Our pressure drop through the entire system was less than .05 psi... virtually no pressure drop. While the cores can flow up to 1057hp worth of air, we are experiencing no loss in response from the combination. During our 4th gear runs on the dyno, our charge air temps would rise only 1 degree F max. Now that's efficiency!
The other key to success of this project has been in regard to tuning. Tuning is everything to a performance project like this. It is the key component to pulling everything together in order to achieve the desired result. We have been working with Cobb Tuning's Pro Tuner software with the GTR. As I prefer to do all of my own tuning on the packages we develop, ecu programming was essential to the success of the project... especially since we had to deal with huge increases in airflow which the standard calibrations are not compatible with.
At any rate, we've just completed our first round of testing on the new package and we were able to exceed our initial goals and projections along the way. Here's a quick video link showing our progress so far...
I am very happy so far with the performance, although we still have fine tuning to do. The transient response is outstanding and the driveability is that of a stock GTR at this point. I am looking forward to some road tuning and track time with the car in the very near future... we just need this damn snow to melt!
Switzer Announces 700/750 VTG Performance Upgrades A few weeks ago, the one-thousand horsepower bolt-on prepared Switzer SLEDGEHAMMER introduced the world to Tym Switzer and his Ohio-based tuning firm Switzer Performance Innovation (SPI), but Tym wants also the world to know that there is more to SPI than its Bugatti-baiting flagship.
“The SLEDGEHAMMER is a great package,” explains Tym, “but a thousand-horsepower 997 isn't for everyone. The L4 700/750 Tiptronic package appeals to a much broader audience, and with the flexibility of the semi-automatic transmission and mild exhaust note, the L4 Tiptronic cars are as much at home in traffic as they are at the racetrack.”
Switzer's “soundbite” sounds pretty good, but it begs the question: how do the L4 cars perform at a racetrack?
Pretty well! Simply, SPI's L4 700/750 Tiptronic-equipped Porsches can deliver 2.5 second 0-60 acceleration and quarter-mile runs in the mid-to-high 10's at well over 130 mph. Tym explains that “with the SLEDGEHAMMER, we really wanted to push the envelope, but the 700/750 Tiptronic cars are a lot more than baby SLEDGEHAMMERs. They are really their own unique concept and just awesome cars – let's face it: any car that can run 0-60 times neck-and-neck and fender-to-fender with a Bugatti is an awesome ride!"
The L4 700/750 PKG upgrades the 997 turbo with unique DME software, a pair of VTG V3 turbochargers, SPI's MONSTER intercoolers, and a competition-style “full-exhaust” system. “This is a very reliable package that's as easy to drive fast as it is to drive slow. We designed the L4 package to be flexible enough for everyday driving without compromises, and our 700/750 customers are always telling me how easy the car is to drive. They go on the forums and talk up the cars, post Vbox numbers and timeslips – with several cars dipping into the mid 10's! These guys are having lots of fun with their cars. That's what we like to see and that's why we do what we do.” Switzer's L4 700/750 Tiptronic package retails for 18450USD, and is available through SPI. CLICK HERE for more information.
Welcome to Switzer Performance Innovation's brand-spanking-new blog! This is THE place to read up on all the latest projects and products from your favorite Porsche tuner: SPI, makers of the fastest, most powerful bolt-on prepared Porsches in the world.
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