Boxster S simplest power upgrade
Discussion
Hi all
I know there has been a fair amount on this in the past but I'm just wondering was the latest consensus is
To get another 15-20 hp out of a boxster S
Mines a 99 3.2 and have just had the mo30 suspension fitted with some track tyres too
But would ideally like a bit more noise ( that could be switchable or not too loud for goodwood/ Bedford)
and also to get the Ecu done via DMS or something Similar
By expecting whopping power but if I can get another 15-20 for a couple of k I would be happy
Appreciate any input if anyone's been down this route
Thanks
I know there has been a fair amount on this in the past but I'm just wondering was the latest consensus is
To get another 15-20 hp out of a boxster S
Mines a 99 3.2 and have just had the mo30 suspension fitted with some track tyres too
But would ideally like a bit more noise ( that could be switchable or not too loud for goodwood/ Bedford)
and also to get the Ecu done via DMS or something Similar
By expecting whopping power but if I can get another 15-20 for a couple of k I would be happy
Appreciate any input if anyone's been down this route
Thanks
Have a read of this and the mods I did to my first 986 S
http://www.boxa.net/forum/index.php?showtopic=5810...
http://www.boxa.net/forum/index.php?showtopic=5810...
edc said:
Have a read of this and the mods I did to my first 986 S
http://www.boxa.net/forum/index.php?showtopic=5810...
Link not working?http://www.boxa.net/forum/index.php?showtopic=5810...
I've got some 100 cell cats on my current one which cost me a net £100. They do add a little more to power too. Current one is a 550 with the 987 airbox and has 272bhp. With a couple of more cheap mods which I did to my first S which I haven't done yet then 280 should be quite easy to get through.
Isn't there a supercharger conversion available for the Boxster? (I seem to remember reading something about an American firm making them). This would at least give you a very noticeable and worthwhile increase in performance, right across the rpm range, for your ££££s (or should that be $$$$s).
OTOH, bolt-on mods, added to a n/a engine that's already giving decent power and torque for its size, will only give you a relatively tiny improvement at best. It's also quite possible to lose both power and torque using bolt-ons that aren't designed to work together and render the standard mapping incorrect due to the way they change things.
Meaningful increases in power/torque are very difficult indeed to find from n/a engines if you aren't improving air flow (port shape, valve seats, valve sizes, camshaft profiles, cam timing etc.) and increasing compression (more aggressive cam profiles generally need higher static compression ratios as they tend to shut the inlet valves further after BDC). To make these kinds of 'proper' modifications work, you'd also need to re-design the intake and induction systems to work with the updated cams - torque curves will change, peak power will move and the lengths of induction tracts and exhaust manifold primaries will need to be re-worked to compliment the new engine characteristics. Then there's the overall increased flow that will require different diameter inlet runners, bigger throttle body, bigger plenum volume, larger diameter exhausts etc. And of course the 'larger diameter everything' will reduce gas speeds at low rpm and reduce low-end torque which then requires other methods to be used to restore some or all of it! Complicated stuff (and I can only claim to know and understand about 10% of it).
Compared to the nightmare of properly-developing an n/a motor to produce big gains, FI is a relatively simple solution if what you want is effectively 'more of the same' throughout a similar operating window as now.
OTOH, bolt-on mods, added to a n/a engine that's already giving decent power and torque for its size, will only give you a relatively tiny improvement at best. It's also quite possible to lose both power and torque using bolt-ons that aren't designed to work together and render the standard mapping incorrect due to the way they change things.
Meaningful increases in power/torque are very difficult indeed to find from n/a engines if you aren't improving air flow (port shape, valve seats, valve sizes, camshaft profiles, cam timing etc.) and increasing compression (more aggressive cam profiles generally need higher static compression ratios as they tend to shut the inlet valves further after BDC). To make these kinds of 'proper' modifications work, you'd also need to re-design the intake and induction systems to work with the updated cams - torque curves will change, peak power will move and the lengths of induction tracts and exhaust manifold primaries will need to be re-worked to compliment the new engine characteristics. Then there's the overall increased flow that will require different diameter inlet runners, bigger throttle body, bigger plenum volume, larger diameter exhausts etc. And of course the 'larger diameter everything' will reduce gas speeds at low rpm and reduce low-end torque which then requires other methods to be used to restore some or all of it! Complicated stuff (and I can only claim to know and understand about 10% of it).
Compared to the nightmare of properly-developing an n/a motor to produce big gains, FI is a relatively simple solution if what you want is effectively 'more of the same' throughout a similar operating window as now.
The theory is all well and good but nothing speaks like experience. I have done all these mods on two Boxsters. I've got several dyno plots if each stage showing gains. Yes you can spend more money and get an 'engineered' product with a bigger brand name but when your car costs less than £8k in the first place then you are unlikely to spend £3k+ on an exhaust system. Do you get used to the relatively small power increase? Of course you do!
The theory is all well and good but nothing speaks like experience. I have done all these mods on two Boxsters. I've got several dyno plots if each stage showing gains. Yes you can spend more money and get an 'engineered' product with a bigger brand name but when your car costs less than £8k in the first place then you are unlikely to spend £3k+ on an exhaust system. Do you get used to the relatively small power increase? Of course you do!
If you're using it as a track car than..
1. Buckets - makes a huge difference as the standard seats just don't hold you in the car properly. I used the design 911 mounts/sliders which worked fine.
2. Oiling mods - X.50 or similar sump baffles and possibly accusump?
After that, add noise & it will feel faster
Obviously, weight loss is a great idea.
Can't imagine an extra 20hp will make a whole lot of difference, but edc has already done the development work for you.
1. Buckets - makes a huge difference as the standard seats just don't hold you in the car properly. I used the design 911 mounts/sliders which worked fine.
2. Oiling mods - X.50 or similar sump baffles and possibly accusump?
After that, add noise & it will feel faster
Obviously, weight loss is a great idea.Can't imagine an extra 20hp will make a whole lot of difference, but edc has already done the development work for you.
A review of the TPC turbo kit fitted to a 3.2 Boxster. They quite like it.
911 & Porsche World
911 & Porsche World
Edited by VladD on Wednesday 1st July 10:51
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