Hey guys,

I am posting for afriend who just picked up an 06' Boxster S. He has a 6-speed w/o PASM. He wants to start modifying to personalize the car. What parts are avaiable currently?

He is considering suspension, intake, exhaust and apprearance items.

Thanks.

 

TechArt body kit.
As of wheels Options are endless.

 

supercharger?

 

Some simple performance upgrades I can help you with - front and rear strut braces, coils (unless you have PASM), brake pads...

 

Todd.... I got this car prior to checking out your post...
I have sport and preferred package plus.... and 19 Classic Carrera Rims.... and sports package. I am mad that I did not think gto get PASM.... Please explain to me the suspension upgrades you are mentioning and exactly what each component does.... I am not very knowledgeable regarding suspension....

I am considering the RUF 3800S conversion Basically a 997S engine in place of the stock 987 S engine... a real sleeper...

I would like pros and cons on this as well....

1. Wait for a supercharger
2. Switch motors
3. start over and get a 997 Carrera S (slow beast)

my intention is to romp on it once and a while and I just came out of a 996 Turbo.... I love the Car, I just need more juice...

Why brake pads?


Arthur

 

With suspension upgrades as such, how does it effect every day driving.....

 

image auto is currently working on a supercharger for the 986 series boxsters . . . Imagine Auto Tuning Programs . . . which, i'm sure, will eventually be adopted to the 987 series as interest increases and warranties expire.

if you're willing to wait around for this kit it'll probably put you in the same power range as the 997S for a reasonable price, especially when compared to the cost of a RUF 3.8L conversion. but there is obviously some compromise in durability whenever you apply forced induction to a high compression engine.

evolution motorsports has had success supercharging the 996 3.4 and 3.6L engines which are even higher compression than the 3.2 in the boxster S. of course, the evo kit uses an intercooler to reduce detonation whereas this imagine auto kit does not.

i really think imagine auto should invest a little more in developing some sort of intercooler system for this kit if reliability and longevity are their key objectives. i mean, there are vents available on either side of the engine compartment, just not a lot of room. i think the benefits of an intercooler (less detonation, lower operating temps, more power available) outweigh any potential increase in cost.

and if an intercooler were to increase the reliability and longevity of the kit, i think the market would respond. there are a lot of used boxsters out there coming into the price range of the younger generation of buyers who like modifications.

 

I've been contemplating the same thing. I've talked to a couple of other p car owners here at work .. who promptly laughed at the idea and suggested I go directly with the 997S instead of the 9-ster as RUF calls it.

I did take a 997S out for a spin this weekend, all I can say is these two cars are apples and oranges. I by far prefer the feeling of my 987S to that of the 997S (it was a cab btw).

Instead of going the 997S or RUF3800 route, I think I'll stick with what I have and do some mild tweaks as they become available.

 

Mbodo

My thoughts are the same.... all though I am very interested in tyeh 3800S conversion. If my ship come in .....maybe...
for now springs to lower and a tech art body kit.
plugs and clear corners....


art
[

 

Thought my ears were burning. Lets answer and address a few of these concerns.

First off our supercharger project is now a year old in development and testing. There are three cars that have been tested through winter and now summer. One car had 80K on it prior to the install, another 30K and the last 65K. We did this to get data on a worn motor and everything in between.

Intercooler is not always necessary to achieve a desired result. Porsche didn't even intercool the Turbo Carrera for the first 4 years. We have done several things in this kit that help with the longevity and reliability.

We have chosen a self contained blower. This allows the unit to operate at a lower temperature over a unit that draws oil in from the motor. Most think other, but the test have proven otherwise.

Two we used a very VERY efficient blower. By design the blower we have chosen uses an impeller design that is more like a compressor wheel rather than a turbine wheel. The efficiency is over most of the centrifugal blowers on the market. More efficiency means less heat. Less heat, less intake heat.

Third, the blower we are using is running at less than half of its ability. Once again, less heat.

Fourth, we use larger injectors and proper ECU remapping via flashloader. This allows is to control adaptive and knock control to a very precise point. The motor is seeing everything it needs to in order to control all parameters.

All the plumbing is roto-molded. It will not soak the heat like aluminum.

The kit runs 4-5lbs max for a proven 38% increase. This has netted an apx 250 to the wheels on all of our 2.5 test beds.

Test have been conducted as a daily driver. One car spent months in the winter on the road then was driven 17 hours straight only to stop to get gas without issue. This was the 80K mule. The car was flat worn out on every level yet still is being driven right now in the AZ heat.

One of the other test mules has lived on the dyno and driven daily, went to Austin from KC and then Fredicksburg and into the Canyons for a 6 hour "spirited" run. The temps ranged from 98 to 105. Never a single failure and able to run an S over if wanted!.

When looking at the size limitation of the engine bay you quickly realize room is a serious factor. There is none. I know it has been quoted here there is plenty and I assure you by the time you fit brackets, idlers, pulley, 1, 2.5 pipe and 1, 3 inch pipe, a BOV, relocate the air pump, install the air box you have no room for an intercooler. So while most can achieve 45-48 % gains we have chosen the 38% on average. This is great increase for these motors and safe. This keeps us in a very safe EGT and AFR range. We have tested and tested this setup without issue. It is not just one single component that makes it reliable, it is the sum of all the little things we have done. I have been building forced induction Porsche motors for over 10 years and have a spotless reputation for doing so. That said we would never release something that would jeopardize an owners car.

 

when will the supercharger be out for the 987 S ? Im ready to ship to ya!!!!!

Recc. for suspension?
will this disable my sport button?

art

702.501.0500
Artho@nextel.blackberry.net

 

Art,
We could do it if we had a test car for about 4 months to modify and tune the existing kit. Call me if you are willing to send it up. We had one for about 2 weeks and have a plan, now we just need a test car.

The kits that are completed at the moment are the 2.5 and the 3.2.

 

stephen,

thanks for taking the time to directly address the IC concerns.

i hope my criticism isn't misinterpreted, i am truly hoping for the best results with this SC kit. reliable hp in a boxster (at a reasonable price) is long overdue.

now for a 986S: 250 x 1.38 = 345 hp! or should less gains be expected for the 3.2?

 

Stephen,
Have you had the chance to take any of the cars onto a track for some real heat-producing scenarios? Please advise.

Per our last discussion, I'm willing to send up a car to be a test mule, if you need one.

Dave

 

ljd-924se,
Not at all. Internet responses can sometimes come off without the proper meaning. I took it not in a bad way. I know that these questions are a concern and that is why I wanted to explain the points. I think it is very important that people understand why we did what we did and how.

As far as the S numbers. I really don't want to post on that yet until we are completed with all the software variables.

Dave,
We have spent some time at Heartland with good success. Thanks Dave. What we need now is a 987 based car