Some observations that may change the entire board's beliefs and other interesting facts:

1. > 19 lbs of boost on a high compression motor. Wow.
2. Small intercooler running high hp with high air temps on a high CR motor. Wow.
3. Twin turbo - 'nuff said. Very few 911's have this.
4. Huge hp numbers from a small motor and high IC air temps.
5. Large twins used for efficiency (heat output wise), not concerned with lag.

Just for reference, on a near 100 degree day, I have only seen 114 degrees from my IC running through the gears peak.

I'm assuming this engine made the huge numbers due to the high boost, high static compression ratio, and high RPM?

Those hp numbers are huge and impressive from a 3.0L.

You are a sort of pioneer I'd imagine. :)

To answer your original question, I'd say if I nail 4th, I will get a tad of boost nearly instantly, maybe <0.1 bar for a split-second and then it slowly creeps to a full 1.0 bar by 4K or more.

I have to ask, are there any dyno charts/readouts to show your curve or figures?

Brian asked a very good question that I had to stop and really think about “What Are Your goals For the Engine”? I guess I would have to answer it with a different question “Will the Car Pass My Want TO Drive Test? That test is simply: When I come home from work would I miss dinner to take a 75 mile pleasure ride? I must say in stock trim the cover would never come off the car. But with the k24 18G setup I’ve done that many times. To me that is a true hobby car and I tinker and experiment all the time. IT”S MY HOBBY! A 996tt or 9997tt would not pass the test. So yes I’m going to keep my current set up and experiment with nitrous for down low in an attempt to create a more awesome machine that maybe I’ll miss dinner a couple more evenings a month to drive. That being said I do want to have an alternate milder set up that I can convert to in about a half day. If ”Turbo Powa” would be so kind to give me his single turbo set up I would like to duplicate it.... that fat curve from 3K to 6K really sticks in my mind. Maybe that will pass the test and I’ll keep the big power for speed events and modern muscle.
About a month ago I converted the 915 to 930 trans and kept the 915 transaxles. I don’t think the transaxles will be a problem with my current set up but when I start putting the power down low around max torque they very well may become an issue. The engine is built pretty well for boost with JE Pistons, ARP rod /head bolts. I am running 1 ¾” headers (1-5/8” I.D.) I tried 1 3/8 I.D. but the engine started missing due to excessive backpressure.

Sounds good ^^^^^^^ :)

No dropping the clutch Eddie Bello...and u will be fine. :)

I do. Will have it scanned and then will post it

If you have that 930 box I wouldn't worry, wish I had one so I could turn up the boost.
Well, my setup is in some ways not as good as yours, and other ways better. I say better and some might not agree because I have 6.5 to 1 compression! But I love knowing my engine is in no way over stressed. If I had a 930 box I could run lots higher boost and my turbo (gt30r) could provide lots of it.
I installed headers hoping to reduce boost time onset but only got 200rpm difference. Not sure if it's the good turbo or bad obx headers that keep me from getting a larger difference. I have a garrettson Intercooler and I use water meth injection to keep things even cooler though I really don't need it. If I were you I'd use it though. So my system isn't earth shaking, it's very normal. In fact it's very subtle compared to most guys here. But I still think when the time presents itself you'd really love the quicker response of at least one size smaller turbo.

O and I only have cis and use msd for ignition. nothing special.

I would say the engine made the numbers because of high boost,rpm, tuned properly and was real happy with the turbos and 964 cams. It was in its sweet zone up top and I believe it would have easily made well over 500whp if pushed it a little more. I do my own tuning and there are certain areas that are very important. Naturally A/F but proper timing over the upper RPM range is crucial to real power. I tune for max torque through the RPM range. Since the engine hasn’t shown any signs of detonation, the recorded 140F IAT is not really an issue to me and would consider it rather low on the improvement list.
What’s your set up? Very Impressive!

Let me say up front I think the guys on this board are great, knowledgeable and very helpful. But I think in some ways many are stuck in the eighties and not open minded for possible alternative ways to modify our cars for maybe even more enjoyment. I never believed the early cars were designed to be launched hard and beat on down low like say american muscle. What good is 400 HP at 3k in a car you can’t shift? Do you really want to try compete with cars that can? Today its about what I call modern power. Modern power is cars that are built to compete at high speed 60-130, ½ mile and 1 mile runs and that requires a different approach. I think our cars can hold their own in this arena if built right and still would be a lot of fun to drive. I know its not “Streetable” but I say lets work on that. There will always be the stop light to stop light guys and that’s great if that’s what they enjoy. But I believe there could be another segment that would enjoy modern power. Now I’ve said it have fun with it.