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YOUR RESEARCHHagerty Article on FSI
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Check cams deviations they were 1, -1
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The chains and pads were definitely worked on because the last time Tex squirrel checked my cams deviations they were 1, -1.
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The flow bench keeps showing improvements with port velocity, and swirl as cylinders heads go through generational changes, and two weeks ago we were able to annihilate the best set of X51 heads ever tested by a whopping 20% of flow across the board.
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As far as comparisons, that can only happen after both engines achieve 100K miles, and are then tested for overall performance and repair bills.
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As far as comparisons, that can only happen after both engines achieve 100K miles, and are then tested for overall performance and repair bills.
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Lots of people want us to tune engines, or do repair work without a full engine reconstruction.
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The only thing that happens to them is bore scoring, and the random loose vane cell adjuster bolt on Bank 1 that makes them throw codes and run like crap.
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The flow bench keeps showing improvements with port velocity, and swirl as cylinders heads go through generational changes, and two weeks ago we were able to annihilate the best set of X51 heads ever tested by a whopping 20% of flow across the board.
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Not sure if y'all saw this but Hagerty did a great article on FSI. Can't wait to get my 996 and it's stage 2 FSI engine.
https://www.hagerty.com/media/people...ngine-hot-rod/
This is the first time that I�ve allowed a writer or photographer behind the curtain since 2008. That�s when the late Jim Pasha covered our M9X program for Excellence Magazine. Until then people really didn�t know what we�d been doing with these engines.
So many times these writers and stories have motivations that are not genuine. Someone wants a favor, or they want free parts for their car, or a free class or whatever. I usually delete messages about articles because we don�t need or want the press. Nothing is free here, or discounted!
I mentioned things above because Hagerty does NOT fall into this category! When they reached out we welcomed them into the compound with open arms! I love everything about Hagerty and they insure all my vehicles. They give back a lot to the community and they want to further knowledge to the 996 owner in other ways as well. More is on the horizon with them!
We had a lot of fun when the writers were here. We called a couple of customers and asked if the writer could drive their car for a review (dash cam in place) and he was pleased.
I told the writer at the onset that I�d only agree to the article if it wasn�t censored and I wanted my exact feelings portrayed. He delivered!
Great article, thanks for posting
The 996 is getting a lot of attention from Hagerty
I posted this article from the UK last month
https://www.hagerty.co.uk/articles/m...s-come-of-age/
I read the article a couple of days ago. Very well written and it pretty much nails the personality type of the 996 owner who decides to go to Jake. Now I'm worried the price of a FSI engine is going up!?!?
I tagged the line back in February.. No more engines will be sold until July 2023 at the earliest. All dependent upon parts supply, and what we can manufacture. Prices will be going up, they already did and before I tagged the line they were going up at least 5k for a Stage II.
Till then, the focus is finishing the current backlog on time, and on budget� We will.
Should start a different thread for this article, but this statement is pretty shocking:
It’s still fast, achieving 0-60mph in 4.5 seconds and going on to near-as-dammit 180mph. In fact, as Autocar discovered, a
Carrera C2 will pip a 996 GT3 to 60mph and be right with it to 100mph, each getting there in 10.9 sec.
Sure, the GT3 Mezger engine has an extra 60bhp, but an additional 30kg and drag-generating aero kit works against it.
I was happy to ready a well written article that did Flat6innovations and Jake justice. Started my day off right when Jake confirmed that the red Boxster in storage is my 06 987. The R4.3 is installed and rounding 3rd and headed back home very soon! What a phenomenal group they have been to work with and I couldn�t be happier.
Really good article. I'm a bit triggered when a journalist uses the word "
much-maligned
" when pointing out that the 996 get a lot of flack. He failed to follow it up with, caused by over-eager writers looking for some controversy when there really isn't much of any.
Jake, once my case comes back from LNE, I'll be investing in your video series. I have much to learn before I start putting things back together. Appreciate all you do for our "maligned" M96
Nice article, thanks for posting! I wonder if I can expect the same increase in hp from my build? Not that it matters much since it's already done. I do feel the same with the author's impression of the build.
"A 1999 996.1 Carrera with a Stage I package idled grumpily in FSI�s courtyard upon our return. This 3.6-liter�s 360 crank hp is a significant boost from the stock 3.4-liter�s original 296 hp, and puts it dead-nuts-even with a contemporary 996.1 911 GT3. And, as with the other car, it feels shockingly refined. Everything is completely turnkey and wonderfully confidence inspiring; even at parking lot speeds, there�s not a single whiff of �project car� growing pains to be found."
The article is awesome. I didn�t had an idea about the 4.5. That�s 997.1 Carrera s territory. Anyway another thing I liked about it it�s the comment about the weight and also the aero drag. Anyway my car which god knows what has been done to the engine internals now I can constantly hit 4.6 seconds, a tenth is not that far off without having to invest $30k on an engine. I respect Jakes knowledge and achievements, he should keep his business model as the black credit card by �invitation only� and only for a few. I don�t pay any fees on my credit cards that�s part of my modus operandis. I�ll be talking to my mechanic on Saturday about a possible 3.6-3.8 build. No I�m not stopping driving my car, I�m buying a case and then we go from there.
Displacement is not key to performance with these engines. It is just one part of the engine combination, and honestly it is the least important single factor. To achieve this I've learned that we can use stock camshafts, but alter the cam timing settings to move the power band up, or down. Focusing on great port velocity is another key, as it induces better swirl characteristics.
I didn't see any stop watches with the writers, and I never gave them any 0-60 figures or specs, so I am not exactly sure where the times came into play. I never got to view the article till it went live, and if I would have I would have likely asked them to remove the 4.5 statement, since so many things play into a figure like this outside of the work that we do to the engine internally.
Don't ever get lost in displacement. The displacement is just a tool that can open other doors to performance IF you don't get the "bigger is better" syndrome.
That said, I am going out for a drive in a R43@ 4.3L (997.1) in a few minutes before it ships home. Even with the R43 the stroker crankshaft, and bigger bore only do so much, the rest of the combination is what was the hardest to master. We've increased performance of every engine by 10% only through piston ring development in the past 2 years, as an example of this. The flow bench keeps showing improvements with port velocity, and swirl as cylinders heads go through generational changes, and two weeks ago we were able to annihilate the best set of X51 heads ever tested by a whopping 20% of flow across the board. This was achieved with standard 3.8L 997.1 heads, and swirl increased by 30% at .200" lift as well. We are now at the point where its time to strip off all the ancillaries on top of the R- series engine, and reconfigure the whole engine, since the stock plenum and runners have become a bottle neck to performance above 465HP and 380# of torque. To break my 500HP goal for the R43, everything has to change.
i definitely understand the displacement dilema. Flow is more important as an engine is an air pump. In my car since is a cable throttle I�m going to be limited more than likely by the throttle body. It was bored out 4 or 5 mm. I want to keep my stock ecu. Hoffman flow work , bigger 3.6 displacement with the other mods should do the work. Performance at a reasonable cost. As it is it drive it fast 125 twice yesterday. Just need a little more reliable umph. My mechanic has been to your school and built some engines he is currently working on a 4.0, we want to see
how that one compares to
the one you will be building for squirrel 🐿. I am a gambling man and my gut tells me you are coming up ahead, by how much that we will have to see. Kudos.
The throttle cable does change a lot. It is better in a lot of ways, but we've learned that 290WHP is about the max for a car with a stock TB. Beyond this, even a bored throttle body doesn't do much good, especially since the cable driven cars with the 5.5.2 ECU have 1/2 the ECU capacity of the ME7.2 and later cars. Beyond the TB, the early 3.4 runners leave much to be desired, and upper plenum volume is also inadequate at higher levels of displacement. On the flow bench the stock plenum and runners will kill flow of a set of higher performing early heads by 15%.
A really high performing early 996.1 will make 300WHP when all systems are balanced and the power is linear. Those who want to go for peak values don't know what they are leaving on the table by having the wrong overall focus. I don't turn on the values on my power grids when using the dyno. I tune for the shape of the curves, and the flattest torque plateau. This always results in the highest average power output, which is all I care about. Peak values are best left to the other guys that need the advertisement.
As far as comparisons, that can only happen after both engines achieve 100K miles, and are then tested for overall performance and repair bills. Till then, lots of what we do differently won't really be illustrated.
i couldn�t find a dyno tuner here in Houston. So I went with APR, most of the gains are between 2,500 to 5,000 rpms. Maybe 10 hp at top. Anyway I�m the 4th owner and I don�t know if this engine was ever opened up. I�m almost at 9,000 driven miles no issues. The chains and pads were definitely worked on because the last time Tex squirrel checked my cams deviations they were 1, -1. I�m waiting to take a cluster pic when I get it to 99610 miles. Wish I could just drive to your place and get you to tune mine for the best. Should I put 997 intake runners in this engine.
The 997 intake will not bolt on. The intake bolt pattern and port entrances are different.
Lots of people want us to tune engines, or do repair work without a full engine reconstruction. ECU Tuning has never been an option here, and we only touch cars that are seeing full reconstructions.
have you ever rebuilt a cayenne gts 4.8 v8. More than likely I�m buying one next week to daily drive. Just asking these things rumble. Can care less if gas is $7 a gallon.
What!? You mean I can't gain 100hp, cumulative, by just bolting on every aftermarket part that claims 10-15 hp for each item...Shocked! Shocked I tell you!
😜🙄
Absolutely. When the Cayenne's were still worth money we did a bunch of them. I never did them back stock, only turned the 4.8 into a 4.8 and a 4.8 into a 5.1 with Nickies. That was back around 2008-2010. After around 2012 the values dropped so much that the cars were bankrupt if they had issues, and since most Cayenne owners were not really typical Porsche owners, they would not spend real money for an engine.
We haven't done a Cayenne engine in about 5 years at this point. I have 3 engine cores that I'd damn near give away just to get them out of the way. We'll never do them again.
I did like building them, and the engines are tanks. The only thing that happens to them is bore scoring, and the random loose vane cell adjuster bolt on Bank 1 that makes them throw codes and run like crap. The bottom end is amazingly strong.
Jake before you leave us to the zombies
please answer a question if you want but what is the maximum hp/ torque that a cable 3.4 can make and still be reliable ?
Mike
thank you for the service
I never believed advertised numbers, had a lot of previous experience testing stuff. Anyway I believe these are reasonable numbers on my car.
1. Headers catless x pipes, exhaust combination, in addition to weight reduction , I believe maybe 15-18 hp. 2. Carrera 3.8 airbox, kn panel, bored out throttle 6-8 hp. 3. Tune and both APR
and FVd told me pretty similar bigger gains are drivability lower end torque, 8-10 on top. So going by the lowest
estimate I�ll say 30 hp. Now if you read the advertised numbers those would be close to double. Also by calculating the weight of the car and the acceleration numbers i say is at 325-330 hp wise. Anyone want to chime in go ahead.
The "Stocker" only makes stock power. I will not elevate the performance above stock, and bolt ons are not applicable to it. If someone wants performance in any capacity, we abandon the stock displacement.
I definitely understand the phrase �There is no replacement for displacement �. Now if I�m a stocker in addition to the nickies you get new let�s say JE pistons, are you telling me that those don�t perform better than the Porsche pistons from 24 years ago. Number two, I assume you put new valves etc, minimum head work results in flow gains on the flow bench. I had a nice conversation with Mr. Hoffman, then he even send me
his price lists, with the performance upgrade regular size valves you get 3-4 percent better flow. By the way I posted the price lists in this forum. It also had the bigger valves options and all the other stuff. Other shops with porting and polishing and 5 angle jobs are telling 5 percent improvement which I believe. So on a 300 hp engine what I have been told with these improvements, 320 at the flywheel on a 3.4. Not everyone upsized their happy meal.
They do here.
The Stocker has no focus placed on performance. Zero. All reliability.
it�s the only engine I build that is legal for any racing class. Everything else breaks the rules. Even a street engine defies the rule books of these stupid classes that have rule books created by rules committees where no one has a clue.
My experience with a stock displacement engine has been such that making power requires higher RPM. The engines give up torque for RPM in the quest to make bigger power numbers. That doesn�t work for me.
I made 465HP last week and never needed more than 6,700 RPM to do it. The stock rev limiter was t even altered.
More RPM for these engines just kills valve springs, and lifter carriers, while increasing oil temperatures. The only thing cooling those over worked springs is the oil� The only thing.
1. 24 year newer pistons don�t make a difference 2. Slight head work doesn�t improve flow. Your pretty specific about some stuff but going in circles about this. My car is never going to be as fast as the R32 that street legally ran the quarter many times at the track that today is owned by Hennessy at 10.01. That�s today�s $300k turbo s Numbers. I had $25 on the car and a $30k HPA built Bill. I drove the car and hard for 40,000 miles, so no questions about reliability. I�m not racing anything other than down I 10 Saturday at 147 mph to see if the aero with sport exhaust could keep up, no chance he shifted at 7,000 I never went over 6500. Just want to know if your stocker engine comes close to 320 hp. If you are not going to build these ones no more that�s fine with me. I order from a menu when I go to a restaurant.
