how safe for the engine do you think a supercharger for the cayman would be? and would it shorten the life span of the engine.

 

Doesn't the allure of 400+hp feel worth the risk?

I've thought about doing it to my 997. But regardless of what is advertised how safe it is, it will always be at the least a moderate risk, and it WILL decrease the lifespan of the engine, not to mention void warranty.

But if ya got the cash, and don't plan on keeping the car for an extended period, go for it!

 

Never mind a S/C TT it.

 

Smog is also an issue here in CAL..

 

an issue that is easy to get around

 

Where would you put the intercoolers? Same if not worse problem than a Boxster.

As far as S/Cing goes, if Imagine Auto can do it to a 3.2 Boxster engine with a Paxton S/C, then the Cayman mill should be no problem.

Bro

 

Neil,
What engine mods do you have for the caymanS?

 

The Cayman upgrades will be finished in a couple of weeks,just doing testing.You could also drop a 3.8 in it.When you come to the ATL drop by,the 3.8 conversion should be done by then.

Neil

 

The biggest problem when tt the boxster is if you use a water cooled intercooler due to the heat.we use a air- air.

Neil

 

Are you going to offering flashing for the cayman? By 3.8, do you mean put a different engine in the car? That would be expensive, I assume. What mods do you have for the cayenne turbo S??? I sent you a PM.

 

We start flashing the caymans in about two weeks.I'l shoot you a PM with the info.Sorry for the delay mate..............

Neil

 

Neither supercharging nor turbocharging really has any effect on engine life if done properly. The issue is intake heat, also known as thermal loading. Below is a quote from a renown expert in the field, Corky Bell, discussing this issue as it pertains to a BMW Z3, but it applies equally to any engine.

"Engine safety and long term durability are almost solely the result of thermal load and detonation controls." "The only other factors are quality of maintenance and the percentage of time the engine spends at its redline RPM. Oddly enough, power has little relevance to durability. A full explanation of that statement lies in the mathematical and dynamic analysis of the power loads versus the inertial loads. A discussion of such length is impratical to include here, but revealing of the very interesting circumstance that the engine's component loads due to inertia loadiing will always subtract from the engine's power loading. This permits the odd situation of actually doubling the engine's power output but not doubling the loads it must endure. That interesting characteristic of the piston engine was the key to enormous power outputs of the turbocharged Grand Prix cars of the mid/late 1980's. They acheived power levels in excess of 1300 BHP for qualifying and raced at around 900 BHP, all from engines slightly smaller than the BMW Z3 engine. Please except as fact, without showing the actual calculations, a 200 BHP power loading from a BMW (Z3) engine at its stock RPM ranges will not even tickle its structural tummy. As explained earlier, thermal loads are the killer."