3000 rpm

[Retroman1969]

Sigh. I ignored a lot of doom advice and scare stories when I bought these cars and I guess I'll have to ignore this too if I plan on getting any sleep. Mine seems to gravitate to 3000 rpm for all things and I assume has done it for all its 162,000 miles. It shifts between 2500-3200 rpms 90% of the time in normal driving, and cruising on the highway at typical speeds (65-75 mph) falls right around the 3000 rpm mark as well.
If that's really it's unhappiest place to be, then I'd have to file it under the "major design flaw" category.
Honestly, I've never noticed any vibration.

[boxxster]

It's surprising to me that people are having vibration issues with these engines. It's a pretty well known fact that a flat 6 configuration is inherently balanced, or at least should be in theory. I never cruise at 3k, usually 2500-2800 so I haven't really noticed this on my car.

FWIW, I found this excerpt which was written about a 2001 S in a porsche technical document.

"In operation, the engine control unit operates timing pistons in the intake
camshaft chain tensioners. When the engine reaches 1,200 rpm, the control unit
signals the piston to rotate the intake camshafts by 12.5 degrees. When the
engine reaches 5,120 rpm, the pistons return the camshafts to their normal
positions. The control unit will delay VarioCam until 1,480 rpm if the engine oil
temperature exceeds 266 degrees Fahrenheit (130 degrees Celsius)."

So it looks like the engagement window isn't at 3k, at least not for the 3.2. Interestingly enough, however, the next paragraph says:

"The Boxster S shares its twin-resonance air induction system with the 911
Carrera. The system acts as a “resonance supercharger,” allowing the engine to
draw from higher velocity airflow at certain engine speeds. A crossover pipe
connects the individual air collector/resonance chambers for each cylinder bank.
A flap in the pipe remains closed from idle to about 3,100 rpm. When it opens,
each cylinder bank can draw from airflow “excited” by the resonance created by
alternating induction between all six cylinders. In essence, “dual resonance”
creates two induction paths for each cylinder. Below 3,000 rpm, the cylinders
draw air from a “short” path. From 3,000 rpm to about 5,100 rpm – when the
resonance flap opens – the cylinders draw from a long intake path, which boosts
torque. Above 5,100 rpm, the flap again closes to allow the cylinders to draw
intake air from a shorter intake path to boost horsepower at higher engine speeds"

Total shot in the dark, but I woudn't be that surprised if the vibration when hovering around 3k had at least something to do with the intake paths constantly changing between the long and short paths and the fluctuation of torque it would create.

Source:
http://press.porsche.com/archive/products/press_kits/press_kits_2001/PDF/Boxster_S_in_Depth.pdf p.13

[Uwe]

My 2000 S has the same issue, very faint on acceleration and cruising, sometimes not noticeable, but very pronounced while decelerating when the rpm's swipe through the 3000+- range.
Ive got nothing productive to add, other than seems to be a more common problem than I thought. The engine in my car has been replaced during prior ownership, with a 2002 S-engine. Maybe they didnt do the flywheel at that time. Receipts show clutch components, but no flywheel.
Are there visible clues if a dual mass flywheel has gone past it's lifespan?

[JFP in PA]

Originally Posted by Uwe

My 2000 S has the same issue, very faint on acceleration and cruising, sometimes not noticeable, but very pronounced while decelerating when the rpm's swipe through the 3000+- range.
Ive got nothing productive to add, other than seems to be a more common problem than I thought. The engine in my car has been replaced during prior ownership, with a 2002 S-engine. Maybe they didnt do the flywheel at that time. Receipts show clutch components, but no flywheel.
Are there visible clues if a dual mass flywheel has gone past it's lifespan?

No, unless is is really beat up. The correct way to test dual mass flywheels is to use the twist recovery method outlined in a factory TSB.

[tcoradeschi]

Originally Posted by Uwe

My 2000 S has the same issue, very faint on acceleration and cruising, sometimes not noticeable, but very pronounced while decelerating when the rpm's swipe through the 3000+- range.
Ive got nothing productive to add, other than seems to be a more common problem than I thought. The engine in my car has been replaced during prior ownership, with a 2002 S-engine. Maybe they didnt do the flywheel at that time. Receipts show clutch components, but no flywheel.
Are there visible clues if a dual mass flywheel has gone past it's lifespan?

My 03 base Boxster has done it for the last 160k miles and I assume it did so for 20k before I bought it. It’s very minor and something I have long ago tuned it out, unless I am looking for it.

[husker boxster]

Nice blast from the past with all the wise old contributors.

[Jager]

Originally Posted by husker boxster

Nice blast from the past with all the wise old contributors.

Hey Husker, how are you doing?

I have never had this issue with my 2001 S (knock on wood) but my base 2001 had this issue until I replaced the Dual Mass Flywheel. I did that when I replaced the IMS bearing. Yes, that was a few years ago.

[husker boxster]

Originally Posted by Jager

Hey Husker, how are you doing? .

Hi Jager.

I'm on the correct side of the dirt. Been a yr since I got the engine back for my CSS b/c of bore scoring, bought an 89 928 S4 5--spd almost a yr ago, had a heart attack a wk before Christmas, and I've lost 25 lbs. Typical yr at the Husker Boxster household.

How's the rocket science business?

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