Shamelessly copied from BGB's post on rennlist
QUOTE:
After several setbacks and a shipping mishap that sidelined us yet another month, the strongest Cayman/Boxster engine conversion we have ever executed is now complete. We owe an enormous amount of thanks to the car's owner for his patience. We have never ever ever ever had a car in our shop this for as long as this car has been here. We had a miscue with our machine shop and then UPS dropped something and then it seemed like 1 thing after another when it came to getting our parts in hand. We both began to wonder if this car would ever again be released from solitary confinement! HOWEVER, since apparently good things come to those who wait, we now have this to show for it.
We find it best to do a pre and post dyno analysis because every dyno seems to always read differently and we have to see the gains for ourselves before we release the cars to the customer. I have been going to the dyno more and more frequently with cars with standard bolt-ons because we have seen claims that you can get almost 450hp from a Cayman GT4 with an intake, exhaust and ECU upgrade but we have never been able to reproduce those numbers ourselves when we dyno them. Of the dozen GT4s we have dyno'd with different iterations of exhaust and tune combos from different tuners, they all dyno within 5 hp at or near the 365rwhp number on our Dynojet in town and this car was no different.
The blue line is how the car showed up on our doorstep with aftermarket exhaust, intake and ECU upgrades that were done prior to its arrival, none of which we were involved in selling to the owner. The red line is from today.The car is running 91 octane. The before and after peaks gains are + 80rwhp and + 40 rwlb/ft but at 7K RPM where the Cayman intake begins to starve for air, the numbers are +95rwhp and + 81rwlb/ft. These motors need to breathe and the gains are attributed to the addition of the stroke increase to 4.0L, a further bore increase to 4.25L, the addition of the X51 Power Kit with additional CNC porting and upgrading to the Cargraphic catless race manifold.
The owner was tired of the senseless GT3 bullying that occurs on race tracks across North America and we feel that we have finally leveled the playing field! Per the same 12.5% drivetrain loss number that i have used for the last 15 years, this equates to 506 hp and 383 lb/ft at the crank. At the moment the engine is still relatively new and we therefore did not opt to spin the car over 7600 RPM. When it's broken in and in the hands of the owner, it will be pushed further.
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QUOTE:
After several setbacks and a shipping mishap that sidelined us yet another month, the strongest Cayman/Boxster engine conversion we have ever executed is now complete. We owe an enormous amount of thanks to the car's owner for his patience. We have never ever ever ever had a car in our shop this for as long as this car has been here. We had a miscue with our machine shop and then UPS dropped something and then it seemed like 1 thing after another when it came to getting our parts in hand. We both began to wonder if this car would ever again be released from solitary confinement! HOWEVER, since apparently good things come to those who wait, we now have this to show for it.
We find it best to do a pre and post dyno analysis because every dyno seems to always read differently and we have to see the gains for ourselves before we release the cars to the customer. I have been going to the dyno more and more frequently with cars with standard bolt-ons because we have seen claims that you can get almost 450hp from a Cayman GT4 with an intake, exhaust and ECU upgrade but we have never been able to reproduce those numbers ourselves when we dyno them. Of the dozen GT4s we have dyno'd with different iterations of exhaust and tune combos from different tuners, they all dyno within 5 hp at or near the 365rwhp number on our Dynojet in town and this car was no different.
The blue line is how the car showed up on our doorstep with aftermarket exhaust, intake and ECU upgrades that were done prior to its arrival, none of which we were involved in selling to the owner. The red line is from today.The car is running 91 octane. The before and after peaks gains are + 80rwhp and + 40 rwlb/ft but at 7K RPM where the Cayman intake begins to starve for air, the numbers are +95rwhp and + 81rwlb/ft. These motors need to breathe and the gains are attributed to the addition of the stroke increase to 4.0L, a further bore increase to 4.25L, the addition of the X51 Power Kit with additional CNC porting and upgrading to the Cargraphic catless race manifold.
The owner was tired of the senseless GT3 bullying that occurs on race tracks across North America and we feel that we have finally leveled the playing field! Per the same 12.5% drivetrain loss number that i have used for the last 15 years, this equates to 506 hp and 383 lb/ft at the crank. At the moment the engine is still relatively new and we therefore did not opt to spin the car over 7600 RPM. When it's broken in and in the hands of the owner, it will be pushed further.
END QUOTE
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