Boxster V8

[The Radium King]

also requires cutting the front bulkhead to fit. also requires a transmission adaptor to mate to the Porsche 5- or 6-speed. also requires, because all the accessories are hung off the front, remote electric power steering pump and remote electric water pump. also note that the renegade website makes no mention of the electronic geewhizzery required to make the two work together.

the audi fits, is cheaper, mates directly to the transmission, and shares common bosch ancestry with Porsche. problem is, the audi will be work to get to 350 hp, and a custom intake manifold (itb manifold no less) can't be cheap ...

[Nerv]

In response to your initial questions:

"Who is we?"

Nerv Automation: We are a small mechanical design/engineering company here in Canada focused on prototype design and development. Most of our work is oriented in mobile oil-well stimulation equipment as well as automated manufacturing machine control programming and operation. This Boxster is a side project which makes use of our equipment, software and abilities. We felt if we wanted this solution, perhaps others would as well. This is what we would like to know.

"why not go with the cheaper, smaller, lighter LS-x platform?"

Unfortunately, the LS-x, which we initially considered, is not cheaper, smaller, or lighter as a complete platform for use with the 012 transmission in a Boxster application.

Smaller: Not in length which in this application is critical. The only dimension the 4.2L is larger than the original 2.5L Porsche is vertically, and that is only an inch with the stock intake manifold, which will likely not be retained.

Lighter: - It is not, especially when you redesign the intake manifold for the Audi, that manifold is a pretty heavy chunk of aluminum. (We will provide a weight for that assembly for reference later) When the entire completed package weight is considered the engine will work out to be lighter than a LS-x engine setup that works with the 012 transmission. For example, no transmission adapter needs to be used with the Audi, saving weight (and length) from the engine and transmission combination. The Audi has an integrated oil cooler/filter setup that is retained in this design thus negating the need for an external unit and the associated lines for it. These are already included in the weight of the engine that is typically mentioned online, the LSx will still need this.

As far as cost is concerned, this kit is making cost and necessary fabrication some of it's primary advantages. (It is too early to give an estimate price). The engine itself is very economical to buy if you buy a used offering. Here in Canada you only need to go to online salvage yard resource to see examples of this. These engines are very reliable in the state of tune they will be run, and all of them are attached to automatics in Audi's (ABZ 4.2L 32V here in N/A) so they are less likely to have been revved as hard as they a manual transmission vehicle would have been. If you do blow one up, replacing it with another will be cheaper than rebuilding, though rebuilding is possible. Initially we had purchased a LSx with the intent on going this route but truthfully it is more expensive overall and it will be difficult to make it otherwise. Not modifying the car physically in any fashion is one of our highest priorities, while retaining the same weight and balance as the original. Yes, every HP per dollar over 400HP is cheaper relatively with the LSx, but the goal here isn't primarily to make high power. We wish to provide good power output for the base Boxster's existing package (brakes, driveline) while providing a large increase in reliability as well as lowering the running costs of the vehicle and still keeping focus on excellent track ability (A tall order in of itself). The LSx lubrication system is also unsuitable for serious track use without modification and is more difficult for us to modify in the manner we are with the Audi due to engine architecture, this would increase costs of the kit with the LSx.

Another reason the Audi engine was chosen was due to the 5 speed transmission. The Audi does put out less power and torque than the GM LS2 (for example) and as such is going to be easier on the transmission. The 012 5 speed is lighter than the 6 speed and is cheaper. Yes, it is much weaker, but in this application it may be found to be suitable. Obviously there will be no problem using the 6 speed with this kit but we hope to make it possible to use the 5 speed if desired. We want an engine solution for the base Boxster so all 986 cars are covered. If you own a base Boxster and need to replace the engine, we want this to be a logical alternative to keep the cars on the road and out of the salvage yards.

It should be noted though that the Audi engine is capable of higher output than has been quoted here. If the owner wishes to upgrade the drivetrain as required to support the higher output, it can be done. We will have an "S" package suited for "S" cars after this initial kit is complete.

I'll keep you all posted on our progress. The custom dry sump/front engine mount/oil pan assembly is one of the first major items we are focusing on. This will increase the reliability of engine even more and really aid drivers in spending their track budget on more fuel, tires and brakes rather than broken parts and engines.

Nerv

[Dlirium]

Originally Posted by The Radium King

also requires cutting the front bulkhead to fit. also requires a transmission adaptor to mate to the Porsche 5- or 6-speed. also requires, because all the accessories are hung off the front, remote electric power steering pump and remote electric water pump. also note that the renegade website makes no mention of the electronic geewhizzery required to make the two work together.

the audi fits, is cheaper, mates directly to the transmission, and shares common bosch ancestry with Porsche. problem is, the audi will be work to get to 350 hp, and a custom intake manifold (itb manifold no less) can't be cheap ...

I'm pretty interested in the 4.2 because of those reasons above. 350 hp is no slouch either, the hassle to get more HP out of an LSx may not be worth it if this mounts up that easily. How different is the S vs non-S tranny mount? is that part of the issue with starting with non-S?

Be ready to upgrade brakes if you are putting this in a "non-S" as well. I really do feel like, with the good brakes and upgraded tranny, this should start as an S project...

[Tucker2]

Yeah...this is a pretty groovy idea you guys are working on...but I think you need to *at least* keep the S considered in parallel. In the end I would imagine the majority of your demand for something like this will be from S owners. Especially if...as you hint to....you can boost output to closer to 400.