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!
The video above shows the happy winners, who took on all comers, including a "1000 hp" GT3 turbo conversion from 9ff (which had to be trailered home). I shouldn't speak for them, but I think they're at least as excited as we are for next year's event ... expect more from our Russian friends after the snow melts in March.
PANAMERA TURBO P700 Tym Switzer and his Oberlin-Ohio based crew at Switzer Performance are at it again, this time building over 700 hp into Porsche's polarizing Panamera sedan.
Whether you love the look of the Panamera or hate it, you can't deny that a 700 hp Switzer-tuned Porsche sedan doesn't sound like a recipe for some serious fun. More in-process build photos here.
NEW SPLASH PAGE It's been a long time coming (and we're still adding new content every week) but the new "phone-friendly" Switzer Performance website is up and running, with new photos, graphics, videos, and (of course) new tuning solutions!
There's plenty more coming soon, so keep checking in!
SWITZER GTR OR PORSCHE GT2 ... TOO CLOSE TO CALL Recently, DSG blogger Eran Dahan interviewed me for an article he was doing for Switzer Performance and Switzer Canada. I've posted part of it here, but you can check out the rest of the interview by clicking here.
Enjoy!
A while back, I mentioned that at sometime, I'd have the chance to interview the power experts at Switzer Performance. Well today was that day, we got to have a chat with tuning firm synonimous with insanely powerful cars. Thanks to Tym Switzer and his team, the company has consistently released kick-ass cars like the Nissan GT-R P700 and the Porsche 997 P800 through the use of innovation. I bet you'd like to get to know these guys now right? Well here it is, our interview with Switzer Performance Innovation!
DSG Performance: So let’s start with your story. How and when did Switzer come to be?
Jo Borras: In the early 90's, Tym Switzer began working on DSM turbos through a Chrysler dealership in Ohio where he was a technician. He studied the way the turbos worked and began tuning his own car after work, which led him to transition form the dealership/service side of the industry and into the racing/tuning side. That first car, a white turbo Talon, was eventually featured in "Turbo and High-tech Performance" magazine in the US.
DSG: What was the first car you put the Switzer touch on?
JB: As above, Tym's own 1991 Eagle Talon (DSM).
DSG: What project car signified a turning point in transforming the Switzer brand into what we all see today?
JB: One of Tym's Mitsubishi Evo clients had a Porsche with a "built" motor from another tuning firm. They had had the car for over a year, it had been sent back and forth across the US, and it wasn't right. The client asked Tym to take a look at the car, even though Porsche wasn't Tym's specialty. Tym found the problem that day: one of the technicians at "brand x motorsports" had left a socket in the engine case, which was destroying the engine. The client asked Tym to rebuild the engine, and it ran STRONG, which led to other clients of "brand x" hearing about the car and sending their own cars to Tym. Eventually, Tym began addressing not only build-quality issues, but design issues, which led to developing the Switzer MONSTER intercoolers and, eventually, entire comprehensive packages.
CLICK HERE for the rest of the interview on DSG's news blog.
SWITZER P800 TIPTRONIC IN GUARDS RED Tuners everywhere rejoiced when Porsche introduced an upgraded Tiptronic transmission with its 997 Turbo models. The five-speed automatic/manual, built for Porsche by German neighbors Mercedes-Benz, is capable of handling as much as seven hundred horsepower in some applications ... and, for most tuners, that's all the capacity they will ever need.
For Ohio-based Switzer Performance, however, 700 hp is far from enough. “We first noticed the limitations of the 997 Tiptronic with our P700 (l4) PKG, which, pushed hard on certain high-octane fuels, can cause slipping in the trans.,” explains Tym Switzer, owner and chief engineer of Switzer Performance. “When we released our P800 kit for the 997 Turbos, which makes over eight hundred horsepower, we were forced to limit sales to manual-transmission cars. This didn’t satisfy the customers who wanted the kind of ultimate straight-line performance that the Tiptronic can offer, and – to be frank - it didn’t satisfy us.”
After spending a considerable amount of time reprogramming Porsche's transmission control unit (TCU) software to increase the torque limits, Switzer realized that effectively putting more than seven hundred horsepower through the Tip cars would require something more than a software-based solution.
Working with development partners in the US and Europe, Switzer disassembled, upgraded, and rebuilt the Tiptronic transmission to meet customer demands for higher hp projects. The first builds produced transmissions that were stronger and sharper than the factory unit, but not strong enough to contain Tym's hard-hitting P800. This final effort, however, Switzer and his European counterparts pulled out all the stops: additional clutches eliminate slippage, additional friction surfaces ensure more efficient power delivery, a modified valve body to improve shift speed, and (last, but not least) another round of transmission programming which enables the Tiptronic to make the most of its uprated internals. MORE STACK HEIGHT + BETTER MATERIALS On its maiden voyage, the new 997 Turbo P800 Tiptronic blasted from 0-60 mph in a scant 2.8 seconds. On standard tires. With standard air pressure. On pump gas.
Subsequent tests confirm that Switzer had produced one of the quickest daily-driver Porsches in history - and Tym isn’t shy about using the “B-word” in discussing the car’s performance, either. “These cars have Bugatti performance from 0-60. We’re still perfecting the calibrations, but we expect our clients will go Veyron hunting very soon, and those guys don't like to lose.” STRAP YOURSELF IN AND FEEL THE G'S Switzer is in no hurry to share the precise secrets of building nine-hundred-horse-capable Tiptronic transmissions, but the company is perfectly willing to build up transmissions for owners of other tuner cars, as well. “Of course, I have to believe that our P800 kit continues to be the ideal daily-driver/trackday package, but some clients have a comfortable working relationship with TechArt or 9ff. They still want a quicker Tiptronic car that they can turn up the boost on, though, and we can work with them to make that happen, and help them get the most out of the investment they've already made” says Switzer.
Drivers who participate in 0-100 or 1/8 mile dragstrip challenges may find Switzer P800 Tiptronic to be the perfect weapon; with the PCCB ceramic brakes and the 911’s traditionally brake-friendly weight distribution, 0-100-0 supremacy is all but assured.
Switzer's transmission upgrades start at 7990 USD, but anyone who wants to hit a hundred miles per hour before the most supercars make their way to sixty may consider it money well spent. You can see a full, high-resolution photo gallery on Flickr!
AT SPEED | NELSON LEDGES Porsche's 2011 GT2 RS is the fastest roadgoing car in the company's history, but it's not quite fast enough to suit Tym Switzer's demanding clients. Tym's company, Ohio-based tuning firm Switzer Performance, announced their new Switzer GT2 R911S this morning - a super-997 GT2 with over nine hundred horsepower and racetrack-oriented revisions to ensure that even the mighty GT2 RS will disappear in its rearview mirrors.
SWITZER R911S DELIVERS OVER 850 WHP ON C16 The Switzer GT2 R911S takes the firm's well-proven P800 GT2 package and pushes it further. Using race fuel, the R911 delivers well over eight hundred horsepower at the rear wheels, equating to roughly 50% more power than Porsche's GT2 RS, with a pair of Switzer MONSTER intercoolers ensuring consistent engine performance lap after lap.
POLISHED ALUMINUM UPPER PIPE w/ BILLET BOVs With a (conservative) 911 hp on tap, virtually nothing in the world can pass Switzer's R911S GT2 in a straight line. To maintain that advantage in the corners, Switzer's R911S features a Switzer-specific titanium inverted-front-strut, remote-reservoir suspension engineered by the track experts at JRZ. This isn't "racing-style" suspension; the hardware is a true JRZ racing setup that has been torture-tested in the Patron GT3 Cup and Grand-Am Rolex GT series – barely tamed for the street with a few easy knob-twists. Each one of Switzer's R911S cars will be feature hand-selected spring and damping rates, specifically catering to each client's track experience and level of aggression.
JRZ PORSCHE CUP SUSPENSION Switzer's R911S already offers a power-to-weight ratio which simply eviscerates Porsche's newest factory flagship - but for the customer who has to cut every last ounce of extra mass from the car, Switzer offers the R911S Carbon - an exclusive suite of lightweight carbon-fiber body panels that sheds weight from the R911S and lowers the car's center of gravity for maximum performance in advanced-level trackday and time-attack sessions. Developed by the low-mass experts at Seibon Carbon, the lightweight panels are the final nail in the coffin for Porsche's factory GT2 RS.
While Porsche GT2 RS customers are lining up to beg their local dealer for a spot in line, Switzer Performance can offer the silver GT2 R911S pictured here for immediate delivery. Pricing for the standard vehicle starts at $199,900, while the R911S Carbon is priced at $239,900, contact Switzer Performance for more. More high-resolution photos available on Flickr.
AWESOME POWER | AWESOME PRICE The 996 Porsche market is evolving every day, and to keep up with it, Switzer Performance has revamped its BEST VALUE tuning packages to include new, billet-wheel K16 turbo upgrades capable of delivering a smooth and flexible 700 hp on 93 octane pump gas!
P700 BEST VALUE PKG ON THE DYNO Switzer's new P700 Best Value PKG for 996 TT includes the following:
This is a next-generation tuning solution that does away with a conventional 5-bar fuel pressure regulator, replacing it with a high-flow injection system that allows more precise and efficient tuning that what is possible with the 5-bar.
The P700 Best Value PKG for 996 TT is available now from Switzer dealers, starting at $9995. Contact Switzer Performance for more.
PORSCHE 997.2 TT MEETS SLEDGEHAMMER Since it hit the ground running 9-second quarter miles back in 2008, the 997 TT-based Switzer SLEDGEHAMMER has been making big waves on the online forums. Recently, however, Porsche introduced a new "997.2" version of the TT, featuring a new engine, new turbos, and a new dual-clutch "PDK" transmission.
Porsche's new 997.2 TT has been covered elsewhere, and our initial driving impressions mirror those of most testers: the PDK is slick, and the car is reasonably quick fresh out of the box. Of more interest to you, I'm sure, is that we'll be using this white-over-red ("cocaine-over-cherries") TT as our in-house development car for a new range of 997.2 tuning programs.
SWITZER P800 PORSCHE 997s AT YAS MARINA Top Performance is the MidEast's leading automotive magazine, and they have just released images of next month's cover cars ... a pair of Switzer-tuned 997 Porsches at Yas Marina circuit!
Look at this photo - that track is GORGEOUS! SWITZER R911 GT2 / P700 997 TT CAB We couldn't be more excited, and want to thank everyone involved for their help in making it happen. Visiting the Middle East last month was a humbling experience, and we met a lot of amazing and talented people.
Thanks, to everyone who made this happen. We hope to see you again soon.
SWITZER P700/R750 VTG KIT | MOSCOW The latest Porsche 911 's variable-vane turbochargers (VTG) are marvels of modern performance engineering that allow the 911's relatively small 6-cylinder “boxer” engine to deliver incredible horsepower, and help keep Porsche's flagship competitive with supercars boasting 10, 12, or even 16 cylinder engines. Even with nearly 500 hp from the factory, however, Porsche turbo owners still want more – more power, more speed, more everything. These performance enthusiasts demand superior performance, and have lofty expectations.
In order to meet those clients' lofty horsepower goals, it is necessary to increase the flow of air into the Porsche's engine – and since the primary function of any turbocharger is precisely to force air into an engine, upgrading the factory-provided VTG turbochargers is a logical step in the process of building additional power ... but Porsche clients don't want to sacrifice reliability to have more power.
This is the real problem faced by the modern tuner: clients want more performance, without more trips to the garage.
In order to provide a thrilling experience that is reliable enough to thrill time and time again, day or night, Monday through Sunday, we here at Switzer Performance have to deliver a package that is simply better than what the factory offers. We need an exhaust that flows more air. Intercoolers that remove more heat. We need turbos that are more efficient – that compress more air, and make less heat than the stock Porsche turbos.
How did we do it? By working closely with some of the industry's leading engineering firms and OE suppliers.
Switzer Performance' close relationships with our development partners allow us to produce larger-than-stock compressor wheels with unique aero profiles specifically designed to achieve the airflow rates required for our P650/R680 and P700/R750 Porsche tuning packages. The new wheels are 11% larger than stock, and allow the Switzer turbos to move more air than the factory Porsche turbos, while generating less heat. MORE AIR + LESS HEAT = MORE POWER + LESS MAINTENANCE The Switzer VTGs have other competitive advantages, as well – all due to Switzer's unique ability to specify exactly the component characteristics required to meet our needs, as determined by our clients.
All of this is made possible through the incredible advances in engineering and design software, and lessons learned from decades of aggressive aftermarket turbocharger development. These are lessons that have taught us to build both power and reliability into a given system, and given us the ability to deliver cutting-edge performance upgrades that meet or exceed OEM-levels of component fit, finish, and quality.
“Quality” is a word we take very seriously. On that note, I'd like to point out that every VTG turbocharger Switzer upgrades is built to be as solidly reliable as the OEM component it replaces.
When we upgrade these turbochargers, every component is cleaned, refinished, and checked for proper tolerances. Every backing plate and compressor housing is CNC-machined for precise matching to our compressor wheels. We use only brand-new seals and bearings in our cartridges. We individually balance all shaft and wheel assemblies during assembly, then verify the final product with a high-precision cartridge balance, ensuring that there is no self-destructive behavior once the turbos are put into service. These are rebuilt cores, for sure, but they are so thoroughly reconditioned that it wouldn't be too much of a stretch to call them “new”. SWITZER TUNED VTG PORSCHE TURBO Sadly, however, there are number of companies that are trying to sell simple wheel swaps with little or no regard to additional machining and quality-control procedures. They are telling their clients that these steps aren't necessary, swapping in some billet wheel, and calling it a day ... and there are a lot of billet wheel options on the market, being produced with reasonably-priced and readily-available alloys.
That's simply not the case here, as every compressor wheel we use is built with aerospace quality alloys specifically formulated for use in high-performance turbines. 5052 or 6061 aluminum simply will not perform consistently in the brutal, ultra-high temperature world inside a high-performance turbo housing, and even laymen can spot the cheaper wheels after a few heavy duty cycles. Combine objectively inferior alloys with anything less than best-practice machining and assembly programs, and it becomes easy to see why the resulting products tend to self-destruct over time.
Our client's cars are just not something we at Switzer are willing to take a chance on.
We demand and use only the best material technologiess and manufacturing practices; and we work diligently to deliver products that perform better than anything else available anywhere. These VTGs certainly aren't the cheapest turbo upgrades available to Porsche enthusiasts, but they represent the best value for dollar argument in the aftermarket today: the best of everything, at a fair price.
Switzer VTG turbo upgrades are available as direct replacements for the factory VTGs, or as part of our comprehensive tuning solutions for Porsche's 997 TT and GT2. Contact Switzer Performance for more.
MASSIVE 997 TT PERFORMANCE For a $100 video camera, that's not bad!
Neil Switzer filmed his brother Tym running a Tiptronic-equipped P800 997 Porsche Turbo all the way up to 180 mph on the Switzer Performance dyno, then added some text and fade-effects for us ... and the end result looks great!
I think we found something else for Neil to do - while we put him to work, enjoy the video!
SWITZER P800 PKG Porsche developed their variable-vane "VTG" turbo technology to spool more quickly than conventional turbochargers, making their latest 997 Turbo models respond more like the naturally-aspirated V8 and V12 competition from Ferrari, Aston Martin, and others.
"When I first saw the new variable-vane technology the 997 Turbos, I was impressed,” explains Tym Switzer. “The more I looked at the VTGs, though, when we flow-tested them and really started putting them to work, I began to realize that it would feasible to develop a turbocharger package that could match the VTG's responsiveness while out-performing them in the midrange and top end. That we were able to develop this package so quickly is a direct result of the incredible progress in aftermarket turbo technology that has taken place over the last few years. Our technology partners can deliver exactly the turbos we need to achieve the performance targets we specify for a given build - and we work together closely to achieve those targets with more run-after-run consistency than a factory VTG-based turbo can provide." SWITZER P800 PKG w/ GT2-STYLE WING If Tym's name seems familiar, it's because Switzer Performance (the Ohio-based tuning firm that carries his name) has been making big waves in the tuning industry since their clients in Russia, the MidEast, and other world markets began posting videos of their match races all over YouTube last summer.
"We know a bit about making real-world power," adds Tym, "and once we decided to go beyond 700 hp with the efficiencies required for maximum consistency, reliability, and throttle-response, we realized it was time to move away from the VTGs, which are on the living edge at 750 and well beyond their practical, everyday limits."
Common internet wisdom holds that turbocharged engines are exercises in compromise. You can have quick-spooling turbos, and you can have turbos that pull hard to redline, but not both. Switzer's views on the matter? "While incredibly responsive, the VTGs do suffer from some weaknesses when the performance bar is raised significantly." Pointing to torque and horsepower curves that match the factory VTGs in initial spool up, then run away from the VTGs all the way to the P800's new 7500 rpm redline. “With the new P800, you can really have the cake and eat it, too, in a car that you can drive back and forth to the office without drama, and it will still deliver an incredible rush at the track.”
Switzer's new P800 package for the 997 includes Switzer's competition-style exhaust and headers, electronic boost control, Switzer-specific TiAL Alpha turbochargers, MONSTER intercoolers, and an ECU software tune to bring it all together in a package that drives like a stock 997 TT … until the go-pedal hits the floor, that is. ">The great thing about this package is that the power delivery is more linear than with the VTGs, so the P800 car is actually smoother than the factory TT, without any of the oscillation you get periodically from the DME's dynamic control of the vane mechanism on the VTG,” explains Tym. “This is a great example of our tuning philosophy: we're not about peak power, we're about best power."
The P800 package is available now through Switzer Performance dealers. Contact Switzer dealers for more.
WHAT 800 EMISSIONS-COMPLIANT HP LOOKS LIKE Porsche's 996 model was, arguably, the most significant product launch in the company's history, making the flagship 911 a modern car, instead of an air-cooled anachronism.
The 996 was initially shunned by many Porsche purists, but quickly became a favorite tuning platform for tuners. As we mentioned before in these pages, the 996 featured an engine derived from Porsche's cost-no-object GT1 program, which was shelved at the end of the 1990's, and the engine's bullet-proof construction has allowed us to push the stock internals of the 996's successor - the 997 - to incredible power levels, far beyond what was possible with the older air-cooled cars.
A robust platform is just one part of the puzzle, however - rapid advancements in both machining, software, and rapid-prototyping technologies is another, and development partners like TiAL Sport have made the most of these new tools, providing us with state-of-the-art turbine housings that manage airflow and heat more efficiently than even the most advanced racing turbos of just a few years ago ... which got us thinking.
Our primary focus has been on the newer 997 model Porsches (more on those, later), but what if we revisited that platform with current knowledge, using a new turbo based on TiAL's latest Alpha housings (plus a few Switzer tweaks to optimize it for the 996 TT)? What would that car be like?
The results (below), speak for themselves ... SMOOTH AND LINEAR AND NEVER STOPS PULLING ... over 670 whp on 93 octane with 200-cell catalytic converters in place, and a super-smooth curve that gives the car a "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.
Considering the current market prices for 996 turbos, Tym feels a car like this delivers the ultimate daily driver/weekend track-day experience by offering a reliable driveline, capable suspension, and excellent braking with the stability and confidence of AWD. He says it best himself,
"This is an 800 hp pump-gas Porsche that can be driven to the track, run hard all day, and driven home. In short: I couldn't be happier with the results, and - most importantly - neither can our clients."
Pricing for this new "P800" 996 TT PKG starts at 18990 USD for Tiptronic Porsche 996 TT, and replaces our existing PREMIUM POWER 996 packages. These prices reflect the same "best bang-for-the-buck" philosophy as our BEST VALUE POWER packages, which start at $3995.
Porsche's 911 Turbo engines have been attracting high-performance tuners for decades, each one pushing the limits of engine performance further and further into the high-horsepower stratosphere. In the past, elite tuning firms like Ruf and TechArt were forced to replace dozens of internal engine components with bespoke, strengthened parts to handle the loads that 600+ horsepower put on them. All that changed, however, with the introduction of the 997 model Porsche Turbos in 2006.
“The 997 engine is really an incredible piece of engineering,” says Tym Switzer, who has spent the last few years exploring the limits of the 997 Turbo engine, inside and out. “When we set out to develop more horsepower with the 997 Porsche, we approached it the same way we approach any new platform: we analyze the factory components and the way they were designed to handles stress loads to establish an upper limit of what the engine is capable of. When I first looked into the 997 engine, I was very impressed with the quality of the entire assembly.”
What Switzer saw in the 997's engine was the result a no-holds-barred engineering program that culminated in Porsche's 964/GT1 racecar – a turbocharged monster that developed staggering horsepower with enough ruggedness and reliability built in to stand up to the punishing abuse of 24-hour endurance racing. As such, the 997 Turbo engine ships from the factory with many of the components necessary for making big horsepower already in place. “It's like they took a checklist from the page of every tuner out there that was rebuilding these engines, and decided to just put all that stuff in at the factory. Forged connecting rods? Check. Reinforced crankshaft? Check. Dry-sump oil system? Check. It's all there. In fact, just about every component in the 997 was over-built. Inside, it looks more like one of the cutting edge import race engines we were building in the 90's than it did any kind of street engine.”
With a high degree of confidence in the 997 Turbo engine's internals, Switzer moved to develop a line of bolt-on power-builders that would take advantage of the car's strengths, while addressing some of the limiting factors. “The turbos and intercoolers had to be upgraded to produce the the airflow and efficiencies we needed to reach our objectives. That was a given. Working with our technology partners, we were able to come to market with new upgrade turbo solutions. We also worked diligently to develop our own 'MONSTER' intercoolers and intake plumbing. I think our overall upgrade strategy compliments the overbuilt nature of the 997 perfectly.”
Switzer's tuning program eventually led to the firm's L4 PKG, which delivers over 700 horsepower on 93 octane gasoline with upgraded versions of Porsche's excellent factory VTG turbos – all while remaining emissions compliant. “You could never do something like this ten years ago on stock internals,” he explains. “The older air-cooled Porsche engines just couldn't handle that kind of power without a fully substantially reinforced engine.”
Eventually, though, Switzer's customers wanted more than 700 or 800 hp. “Too much is never enough for some clients,” offers Tym, “so in order to develop a solid engine program for these more ambitious projects, it was essential to see just how much power some of these stock components could stand up to, when tuned properly. We then spoke to a few of our more adventurous clients and decided to see exactly where the limits of the 997 really are.”
Last fall, Switzer and his crew reached 850 all-wheel horsepower (approx. 1000 crank hp) with their SLEDGEHAMMER project car. That prodigious power output and the car's standard all-wheel-drive traction delivered enough performance for repeated 9.7-second quarter-mile runs at over 145 mph with 60-130 times in the 4's – performance that falls well into “Superbike” territory.
This week, one year on, Switzer's SLEDGEHAMMER is still pulling strong, serving as the company's 997 development mule and astonishing everyone with its engine's longevity and durability. “Everyone who has been in this industry for a number of years is surprised by these cars,” says Tym. “Really, though, there's no surprises here. When we reached 700 hp a year and a half ago, we were told the engines were time-bombs. Dozens of customer cars and literally thousands of road - and track! - miles later, the cars are still running strong. The P800 kit we introduced earlier this year proved that the limit wasn't anywhere near 700 hp, and earlier this week, the original SLEDGEHAMMER came back to the shop and did back-to-back dyno pulls at 915 horsepower with nearly 800 lb-ft of torque. We've made some minor updates to the fuel system and standalone engine management system, but that's still 50 hp and almost 100 lb-ft more than the car's best numbers a year ago, and it's still holding together. As expected. I think, more than anything, these huge power levels serve to show just how good the Porsche 997 Turbo is from the factory. As a tuner, you couldn't ask for a better, stronger foundation. The real challenge has been to make the most of what's already there.” So, what's next for the 997-engined SLEDGEHAMMER? A good deal more abuse! “We're going to run a few more experiments with this development car. There are still a few questions I have that I would like to answer for future product development. There is still an enormous amount of potential in the 997, and we're all curious to see how far this particular rabbit holes goes!”
Last weekend's Moscow Unlimited could have been a commercial for our bolt-on kits, with the top 3 cars running Switzer tuning packages.
The 997 TT that took top honors in the 1/4 mile drags featured our 997 TT L4 PKG and lightweight signature series wheels, while the mile-winning GTR Nissan featured our off-the-shelf P800 plus cooling kit.
We are very proud of our Russian teammates out there - they are great guys, brave guys, crazy guys, and we're proud to have them as customers.
Check out the times, below. Mile: 1.(10) Nissan GTR R35 Switzer P800 (Oleg) - 26.928 seconds.(310.88 km / h) 2. (26) Porsche 911 Switzer SPI 750 (Dmitry) - 26.959 seconds. (307.95 км/ч) (307.95 km / h) 3. (09) Nissan GTR R35 Switzer P800 (Yuri) - 28.005 seconds. (289.38 км/ч) (289.38 km / h) 4. (29) Koenigsegg CCX (Andrei) - 28.267 seconds. (306.90 км/ч) (306.90 km / h) 5. (24) Corvette ZR1 (Andrei) - 28.731 seconds. (298.50 км/ч) (298.50 km / h) 6. (46) Nissan GT-R R35 HKS570 (Vladimir) - 29.446 seconds. (291.02 км/ч) (291.02 km / h) 7.(49) Dodge Viper SRT-10 (Sergei) - 29.551 seconds. (282.79 км/ч) (282.79 km / h) 8.(13) Audi RS6 Evotech (Yuri) - 29.818 seconds. (286.62 км/ч) (286.62 km / h) 9.(65) Mercedes SL65 FAB Design (Miguel) - 30.272 seconds. (284.13 км/ч) (284.13 km / h) 10.(43) Audi RS6 MTM (Yegor) - 30.280 seconds. (276.92 км/ч) (276.92 km / h) 11.(14) Audi RS6 Evotech (Vladimir) - 30.340 seconds. (285.26 км/ч) (285.26 km / h) 12.(30) Audi RS6 Evotech (Gregory) - 30.756 seconds. (277.13 км/ч) (277.13 km / h) 13.(11) Jeep SRT-8 (Tigran) - 30.786 seconds. (264.12 км/ч) (264.12 km / h) 14.(27) Mercedes SL65 AMG Evotech (Andrei) - 30.820 seconds. (284.58 км/ч) (284.58 km / h) 15.(07) Jeep SRT-8 (Flaubert) - 31.000 seconds. (263.54 км/ч) (263.54 km / h) 16.(18) Jeep SRT-8 (Dmitry) - 31.026 seconds. (264.12 км/ч) (264.12 km / h) 17.(51) BMW M5 (Leonid) - 31.081 seconds. (282.13 км/ч) (282.13 km / h) 18.(44) BMW M5 (Eric) - 31.214 seconds. (275.22 км/ч) (275.22 km / h) 19.(56) BMW M5 (Igor) - 31.330 seconds. (258.80 км/ч) (258.80 km / h) 20.(32) BMW M6 Evotech (Oleg) - 31.383 seconds. (279.72 км/ч) (279.72 km / h) 21.(48) Mercedes S55K AMG (Oleg) - 31.384 seconds. (276.49 км/ч) (276.49 km / h) 22.(50) Chevrolet Corvette (Bogdan) - 31.480 seconds. (166.89 км/ч) (166.89 km / h) 23.(53) BMW M5 (Catherine) - 32.025 seconds. (260.68 км/ч) (260.68 km / h) 24.(16) Ferrari 575M Maranello (Andrei) - 32.069 seconds. (268.85 км/ч) (268.85 km / h) 25.(57) BMW M5 (Nikolai) - 32.246 seconds. (269.66 км/ч) (269.66 km / h) 26.(61) Audi RS6 (Oleg) - 32.486 seconds. (258.06 км/ч) (258.06 km / h) 27.(19) Chrysler 300C (Roman) - 32.815 seconds. (267.06 км/ч) (267.06 km / h) 28.(63) Chevrolet Corvette C5 (Ilia) - 33.778 seconds. (242.42 км/ч) (242.42 km / h) 29.(41) Dodge Challenger (Alexander) - 33.976 seconds. (251.39 км/ч) (251.39 km / h) 30.(54) Porsche Cayenne Turbo (Vladislav) - 35.091 seconds. (236,06 км/ч) (236.06 km / h) 31.(55) Mercedes ML63 AMG (Olga) - 35.148 seconds. (234.52 км/ч) (234.52 km / h) 32.(21) Mercedes ML63 AMG (Alexander) - 35.535 seconds. (234.22 км/ч) (234.22 km / h) 33.(42) Jeep SRT-8 (Sergei) - 35.649 seconds. (228.13 км/ч) (228.13 km / h) 34.(59) Porsche Cayenne Turbo (Sergei) - 35.731 seconds. (226.27 км/ч) (226.27 km / h) 35.(47) Ford Mustang (Andrei) - 36.026 seconds. (230.03 км/ч) (230.03 km / h)
1/4 Mile
1.(26) Porsche 911 Switzer SPI 750 - 10.303 sec. (213.39 km / h) 2.(10) Nissan GTR R35 Switzer P800 (Oleg) - 10.418 seconds. ( 218.31 км/ч ) (218.31 km / h) 3.(09) Nissan GTR R35 Switzer P800 (Yuri) - 10.566 seconds. (210.03 км/ч) (210.03 km / h) 4.(46) Nissan GT-R R35 HKS570 (Vladimir) - 10.807 seconds. (205.36 км/ч) (205.36 km / h) 5.(49) Dodge Viper SRT-10 (Sergei) - 11.573 seconds. (199.00 км/ч) (199.00 km / h) 6.(11) Jeep SRT-8 (Tigran) - 11.575 seconds. (187.59 км/ч) (187.59 km / h) 7.(50) Chevrolet Corvette (Bogdan) - 11.588 seconds. (211.39 км/ч) (211.39 km / h) 8.(13) Audi RS6 Evotech (Yuri) - 11.595 seconds. (195.12 км/ч) (195.12 km / h) 9.(24) Corvette ZR1 (Andrei) - 11.602 seconds. (208.45 км/ч) (208.45 km / h) 10.(29) Koenigsegg CCX (Andrei) - 11.608 seconds. (212.89 км/ч) (212.89 km / h) 11.(18) Jeep SRT-8 (Dmitry) - 11.633 seconds. (186.14 км/ч) (186.14 km / h) 12.(07) Jeep SRT-8 (Flaubert) - 11.670 seconds. (185.28 км/ч) (185.28 km / h) 13.(43) Audi RS6 MTM (Yegor) - 11.745 seconds. (192.00 км/ч) (192.00 km / h) 14.(30) Audi RS6 Evotech (Gregory) - 12.057 seconds. (187.01 км/ч) (187.01 km / h) 15.(14) Audi RS6 Evotech (Vladimir) - 12.107 seconds. (189.27 км/ч) (189.27 km / h) 16.(65) Mercedes SL65 FAB Design (Miguel) - 12.114 seconds. (195.54 км/ч) (195.54 km / h) 17.(51) BMW M5 (Leonid) - 12.197 seconds. (192.00 км/ч) (192.00 km / h) 18.(56) BMW M5 (Igor) - 12.281 seconds. (186.04 км/ч) (186.04 km / h) 19.(44) BMW M5 (Eric) - 12.382 seconds. (187.01 км/ч) (187.01 km / h) 20.(48) Mercedes S55K AMG (Oleg) - 12.530 seconds. (185.37 км/ч) (185.37 km / h) 21.(27) Mercedes SL65 AMG Evotech (Andrei) - 12.602 seconds. (194.17 км/ч) (194.17 km / h) 22.(32) BMW M6 Evotech (Oleg) - 12.711 seconds. (185.28 км/ч) (185.28 km / h) 23.(61) Audi RS6 (Oleg) - 12.762 seconds. (178.04 км/ч) (178.04 km / h) 24.(16) Ferrari 575M Maranello (Andrei) - 12.796 seconds. (183.86 км/ч) (183.86 km / h) 25.(53) BMW M5 (Catherine) - 12.840 seconds. (183.29 км/ч) (183.29 km / h) 26.(63) Chevrolet Corvette C5 (Ilia) - 12.866 seconds. (173.32 км/ч) (173.32 km / h) 27.(57) BMW M5 (Nikolai) - 12.931 seconds. (181.36 км/ч) (181.36 km / h) 28.(19) Chrysler 300C (Roman) - 13.072 seconds. (182.18 км/ч) (182.18 km / h) 29.(41) Dodge Challenger (Alexander) - 13.308 seconds. (171.91 км/ч) (171.91 km / h) 30.(42) Jeep SRT-8 (Sergei) - 13.335 seconds. (162.38 км/ч) (162.38 km / h) 31.(54) Porsche Cayenne Turbo (Vladislav) - 13.382 seconds. (164.38 км/ч) (164.38 km / h) 32.(55) Mercedes ML63 AMG (Olga) - 13.402 seconds. (164.75 км/ч) (164.75 km / h) 33.(59) Porsche Cayenne Turbo (Sergei) - 13.445 seconds. (164.30 км/ч) (164.30 km / h) 34.(21) Mercedes ML63 AMG (Alexander) - 13.542 seconds. (163.71 км/ч) (163.71 km / h) 35.(47) Ford Mustang (Andrei) - 13.618 seconds. (162.74 км/ч) (162.74 km / h) The most amazing part of all this? These are not one-off builds or "shop" cars - these are off-the-shelf customer kits that ANYONE can buy and run! Great stuff, and congrats to Tym, Mike, Dmitri, Yuriy, and Oleg.
The 996 market is changing fast, and we all need to adapt to the new breed of 996 customers. To that end, we're now offering "BEST VALUE" and "PREMIUM POWER" tuning lines for the 996. Both lines feature aggressive package pricing while remaining true to the high levels of quality we've established as a Switzer standard, but the "BEST VALUE" options are really something else. Consider:
$3995 for PKG1
Switzer exhaust, BMC filter, and DME flash
$5995 for PKG2
Upgraded Switzer K16 hybrid turbos, 5 bar regulator, iridium performance plugs, Switzer exhaust, BMC filter, and DME flash
We're still offering our Premium line of 996 products to those customers that want the very best of the best. You can see more on our 996TT page here: SWITZER | Porsche 996 TT Performance.
... however, we are ALWAYS happy to hear about people enjoying our cars. In the driver's own words:
Several friends and I were headed back to Cleveland from the Columbus Cars & Coffee. As we are cruising back, a Prelude blows by all of us. He slows down for us, then hits it again. We notice the front mounted intercooler and realize it is a boosted Prelude. When he hits it again, we realize it is a pretty fast car (relatively speaking of course). He urges us to run. He seemed extremely confident that he has beaten many turbo Porsches in the past. Unfortunately, this time he picked the wrong Porsche to mess with. He slows down again and waits for us to pull up next to him. My friend in the passenger seat pulls out the phone camera.
What happens next? You'll have to watch to the end.
A few weeks ago, we took writer Jack Baruth and photographer Dustin Woods out to Nelson Ledges with a pair of 800 hp pump-gas track terrors: our P800 GTR Nissan and P800 GT2 Porsche.
On our Dyno-Jet dyno, these cars consistently put out within 5 whp of each other, and both are VERY quick, but these two cars couldn't be more different in execution. This is digital v. analog at its finest ... with Jack weighing in on Speed:Sport:Life already, we can't wait to read Dustin's review next month! Special thanks to David and JR, and - of course! - the Lanes down at Nelson Ledges.
