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YOUR RESEARCHTaing it to the next level- 3.6 engine build - 986 Forum - The Community for Porsche Boxster & Cayman Owners
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Suggestion
Curious, any changes needed to the transmission or other driveline components to handle the extra power this motor will produce?
Taing it to the next level- 3.6 engine build - 986 Forum - The Community for Porsche Boxster & Cayman Owners
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Leading evidence: 'Replace needed' (no explicit attributable resolution; this is a reported action or suggestion). Across 1 matching discussions, The most frequently discussed action is 'Replace needed' (1 discussions). For that action, 0 discussions report a resolution and 0 report an unsuccessful attempt. No action has an explicit, attributable resolution report under the current rules. These are forum reports and suggestions, not a confirmed diagnosis.
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Suggestion
Another set of special tools had to be developed and built to assemble the engine, but only one set exists :-)
Taing it to the next level- 3.6 engine build - 986 Forum - The Community for Porsche Boxster & Cayman Owners
Use 3.4 bore diameter
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Suggestion
997 has a shorter stroke (allows them to go 3.6/3.8 vs the 996 3.4/3.6 with the same bore size); jake is most likely moving the 997 crank into the 996 (or a custom version of the same to fit the 996 bearing surfaces, etc.) and using a 3.4 bore diameter - that'll get you 3.6 (with the option to go to 3.8 without thinning the cyl walls too much).
Taing it to the next level- 3.6 engine build - 986 Forum - The Community for Porsche Boxster & Cayman Owners
Use would wear; the stonger lne nikasil liner addresses
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Explicit resolution reports before identified causes, performed actions and suggestions. Within each level, matching component labels precede direct query mentions and inherited thread context; successful versus unsuccessful discussion counts, owner confirmations and independent discussion support determine order. This is not a probability of success.
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Suggestion
this is why 997.1 had piston slap issues - shorter stroke meant con rods at a higher angle to the piston and the alusil or whatever it was that Porsche used would wear; the stonger lne nikasil liner addresses that (Porsche moved to a better liner with the 997.2).
Taing it to the next level- 3.6 engine build - 986 Forum - The Community for Porsche Boxster & Cayman Owners
Use 3.4 bore diameter
No successful repair reported for this finding.
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Reported fixes
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0 original-poster resolution reports. Counts can overlap; they are not unique people or a success rate.
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Suggestion
997 has a shorter stroke (allows them to go 3.6/3.8 vs the 996 3.4/3.6 with the same bore size); jake is most likely moving the 997 crank into the 996 (or a custom version of the same to fit the 996 bearing surfaces, etc.) and using a 3.4 bore diameter - that'll get you 3.6 (with the option to go to 3.8 without thinning the cyl walls too much).
Taing it to the next level- 3.6 engine build - 986 Forum - The Community for Porsche Boxster & Cayman Owners
Use would wear; the stonger lne nikasil liner addresses
No successful repair reported for this finding.
0
Reported fixes
0
Unsuccessful attempts
1
Discussions
Read evidence and context
Discussions that contain suggestions
1
0 original-poster resolution reports. Counts can overlap; they are not unique people or a success rate.
0 discussions have direct query context; 0 report a fix in that context. Other evidence may inherit the discussion’s subject.
Suggestion
this is why 997.1 had piston slap issues - shorter stroke meant con rods at a higher angle to the piston and the alusil or whatever it was that Porsche used would wear; the stonger lne nikasil liner addresses that (Porsche moved to a better liner with the 997.2).
Taing it to the next level- 3.6 engine build - 986 Forum - The Community for Porsche Boxster & Cayman Owners
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20 eligible posts · 0 unverified posts · 1 discussions match the subject in their title or opening post.
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Generation: 20261027T033922Z · outcome-qualification-6. Deterministic extraction; no AI model inference. How we use sources
It is now officially my turn in the hopper at Flat 6 Innovations. For the past few months I have provided snippets that I was having a 3.6 built by Jake, well now it officially starts. For the past 10 months I've been committed to a very specialized engine that Jake is building for me and I have finally convinced him to let me share a little about the build. I don't think my 2002 Boxster S will ever be the same after this engine is installed and I am happy I spent the extra money to take it to the next level. That level Jake calls a Stage II Plus engine of 3.6 litres.
A few folks have sent me PM's asking why I'm not going for a 3.8 or 4.0 or 4.2 that Jake also offers, to be honest the answer is simple........Jake wouldn't let me ! Now I know that sounds stupid at first but let me explain. When this first conversation took place I asked Jake what he offered for more power. When I told Jake how I like my power delivered he turned me on to something I had not heard was available from him or anyone else...........in a nut shell a 3.6 litre short stroke. Now those of you familiar with the 911 air cooled motors a 3.2 short stroke is a desirable build as it makes good power and likes to rev. That's what I wanted but didn't know was available. After seeing and hearing the components Jake and LN Engineering have designed to make this possible I had to have it ! I can't or won't divulge the trade secrets of this motor but no one is offering this engine in this configuration !
All I can say is it has the largest bore size for a M96 block anywhere in the world that I am aware of. This build will also include Jakes in house designed cam shafts which will put me on the ragged edge of emission standards tests passing. And finally the engine will include what Jake calls the R50 head profile. I'll keep the forum updated on the progress as Jake updates me. He is finishing up a 930 engine this week and then the build of mine starts next week with preliminary assembly. To say the least I am excited !!! I will ad pics to this post as I am provided them by Jake.
This will be one awesome, the way it should be, Boxster
This would make any Hairdreser's hair get tangled
Don't forget to insist on Mobil 1
Keep us in the loop
I've learned to both say less, and advertise less. Doing so just gives the copycats a heads up about what to steal next.
With these LN cylinders and the process that we've developed that uses them, we at least don't have to worry about this being stolen, since it's proprietary for Flat 6 Innovations only. Further, because we decided to patent the unique process of cylinder fitment.
I had fun developing this combo, because its so radically different from what anyone else does with these engines. From the custom crankshaft, to the odd connecting rod length, to the pistons, none of this one is off the shelf and can't be bought by a copycat. This engine is also very difficult to assemble, since none of the components are in their original locations at the times when they are typically assembled. Another set of special tools had to be developed and built to assemble the engine, but only one set exists :-)
This combo isn't for everyone, but knowing what Richard likes, this was the ONLY way to go!
With this bore combination, things get started at 3.3 liters, but 3.6 is the most common combination thus far, and I have a 3.9 and 4.2 combo as well that works from this bore size.. The 4.2 is only available for 3 chain engines, since my R51 head profile is a must, and can only be applied to a 3 chain cylinder head.
And if I ever decide to turn the volume up, I can go 1.2mm larger with the bore than what it is now, but the copycats will have probably given up by then (probably not). Its already developed, and proven, just sitting there in reserve.
BTW- Anyone who insists on Mobil 1, well you'll not find a single quart of that stuff anywhere at either of my facilities. We only utilize the oil that we've developed, and its not a recommendation, its a mandate thats agreed upon before I collect the first dollar from a buyer.
I will definitely be watching this build closely. I may decide to make my Boxster a keeper and will eventually need a new engine.
Curious, any changes needed to the transmission or other driveline components to handle the extra power this motor will produce?
Why wait? Once the engine is properly rebuilt it should outlast you. Sounds like they are moving maximum torque to a higher rpm range, reducing strain to driveline components.
Jake and I discussed this as part of the transaction. In my case my 6 speed has already been gone through for the infamous 2nd gear issue. So no my transmission is good to go. When Jake pulls the engine the clutch disc will be looked at, if remotely suspect it will be replaced. Pressure plate is known to be good. IMS Solution was already added so that will be transferred. Driveline components like CV joints and axles are quite stout so based on past engines Jake has built/installed it doesn't look like these are an issue either. This will not be a 500 hp finicky undriveable beast, this will be an engine with good hp/torque throughout the entire rev range. It will be very driveable with even maybe better fuel mileage if I can keep my foot out of it. Jake and I have discussed " loose " numbers in regards to HP/torque but as Jake say's the proof will be on the dyno. Unfortunately I have to go back to work now
997 has a shorter stroke (allows them to go 3.6/3.8 vs the 996 3.4/3.6 with the same bore size); jake is most likely moving the 997 crank into the 996 (or a custom version of the same to fit the 996 bearing surfaces, etc.) and using a 3.4 bore diameter - that'll get you 3.6 (with the option to go to 3.8 without thinning the cyl walls too much). this is why 997.1 had piston slap issues - shorter stroke meant con rods at a higher angle to the piston and the alusil or whatever it was that Porsche used would wear; the stonger lne nikasil liner addresses that (Porsche moved to a better liner with the 997.2).
expensive way to go - need a whole new bottom end; cheaper to just bore out to 3.6 and be done with it, but you lose the benefits of reduced rotating mass, faster revving, etc.
edit to add - my post should read more as a question than a statement - ie, thinking out loud - as I try to appreciate the work being done here!
No, the 997 is NOT shorter stroke than 986/ 996. ALL 997 engines have an 82.8mm crank, the longest stroke of all M96/ M97 engine families.
Trust that these are not OEM components being utilized to gain this displacement. This is the final frontier, where all the OEM components are omitted from the internals of the engine.
Alongside this engine being built, is also the largest M96/M97 family engine ever built, tipping the scales at north of 4.4L. It'll take several years to optimize it, especially cylinder head wise. I have a goal of creating the craziest, most insane M96 in the world, and making it last. We'll crank up boost for that one and shut the freaking copy cats down on every front.
When you have to make sure that something is so unique and bad ass that it can't be copied, you just machine your own crankshaft from a 7" chuck of Chromoly.
