Porsche Cayman S - Proven Power Adders

Porsche Cayman S - Proven Power AddersThere's no debate about performance potential in the Porsche Cayman's mid-engine layout. The car's enthusiasts argue that the factory has purposely hobbled it, so as not to poach sales from the 911. As with most Porsches, there's a certain amount of conservativism in the design, meaning power left on the table for tuners to exploit. We decided to see what the Cayman S could do with improved breathing and an ECU tune that takes advantage of this potential.Vehicle2007 Porsche Cayman STransmission: Six-speed manualMileage: 8790Testing octane: 91BaselinePeak wheel-horsepower: 260 @ 6200 rpmPeak wheel torque: 223 lb-ft @ 4400 rpmDyno dataDynojet 289Temperature: 70 to 75 degrees FTransmission test gear: fourthNotesThe testing was done at Vision Motorsports in Lake Forest, California, carried out over two days. Conditions remained the same for both. Several runs were done in every state of tune and the level of consistency the Cayman recorded was surprisingly good. The car was driven in between installations to ensure proper adaptation by the ECU.RSS IPD intake plenumPeak wheel-hp: 269 @ 6800 rpmPeak wheel torque: 231 lb-ft @ 4500 rpmMaximum power gain: 13 whp @ 5900 rpmMaximum torque gain: 13 lb-ft @ 5900 rpmThis is one of the surprising areas where Porsche left untapped ability. It seems like a simple enough part, but the IPD plenum has been shown to make power on all Porsche platforms. The factory piece is a T-shaped plastic pipe while the IPD item is a cast aluminum rounded Y-pipe. It's positioned behind the throttle body, between the two separate intake runner plenums. The factory plenum also has a flapper valve that changes the volume of the system to affect intake resonance charging. Surprisingly, the IPD piece removes the stock car's dip in mid-range torque.ProsEasy install and good bang for the buckNoticeable improvement in performanceConsSeems to work best with more modifications (not necessarily a bad thing)Aluminum construction will make for a lifetime part, but will heat-soak more than plasticPartsCast aluminum intake plenum, molded silicone intake hose, rubber breather hosePrice: $995Installation time: 30 min.Tools7mm socketE10 socketTorx 30RatchetLarge flat-head screwdriverPliersRevo stage one reflashPeak wheel-hp: 272 @ 6800 rpmPeak wheel torque: 233 lb-ft @ 4500 rpmMaximum power gain: 6 whp @ 6000 rpmMaximum torque gain: 6 lb-ft @ 6000 rpmAs regular readers will know, we're big fans of software upgrades. Adding both power and driveability at a reasonable price is a win/win situation. Revo offers software product for a wide variety of German cars through a network of dealers.ProsSwitchable software modes via the OBD-II port with Select deviceBetter throttle response makes car more lively and allows for easier heel-toe downshiftsTheft protection mode renders car completely inoperable in secondsConsNot a big power bump by itself on paperPartsOptional Select Switch unitPriceBasic software: $899Select Switch Plus: $349Installation time: 20 min.NotesThey can't be represented on a dyno graph, but driveability and smoothness are the big gains with this stage one software. The car feels faster and performs better on a road course or autocross. Users looking for faster zero-to-60 mph or quarter-mile times will not see much difference in a quantitative sense.Cargraphic exhaust and Revo stage two reflashPeak wheel-hp: 291 @ 6200 rpmPeak wheel torque: 249 lb-ft @ 6100 rpmMaximum power gain: 20 whp @ 6200 rpmMaximum torque gain: 20 lb-ft @ 4900 rpmAlthough factory exhaust systems have become substantially better over the years, there's often room for improvement if an enthusiast is willing to replace the complete system. Cargraphic offers its system in modular sections, but for optimum results an entire swap is necessary. Optional pre-silencers are available for owners wanting an even more aggressive sound. Revo suggested we go with a stage two re-flash to take full advantage of the exhaust.ProsUncorked sound is similar to a factory racecar without being too loud or droningStainless construction for years of trouble-free serviceFactory look will not draw unwanted scrutinyHigh quality, 200-cell, true tri-metal catalytic converters are TV-approvedGood-looking twin 89mm chrome tipsConsCheck local laws for emissions complianceMight be tough to justify this upgrade given its pricePartsStainless equal-length headers with integrated 200-cell metallic catsTwo stainless steel rear silencer boxesDual 89mm chrome tipsPriceHeaders and cats: $4,495Cat-back mufflers: $2,400Installation time: 4 hours (professional installation recommended)ConclusionForced induction has ruined enthusiasts' expectations of what to expect from bolt-on modifications. The results from this Cayman S are quite impressive for a modern, naturally aspirated performance car. If it were ours, we would do all the modifications as a one-step package, but it could all be done easily in stages. The featured components will give at least factory levels of reliability and safety, which is our first concern. The driveability and enjoyment factors go well above what can be communicated by numbers alone.Although it looks like a substantial investment, remember the quality of products being taken off the car in the attempt to improve upon them. RSS, IPD and Revo have brought the Cayman S one step closer to a 911 in terms of power. Substantially bigger increases in power will require either forced induction or more displacement, resulting in even more substantial cash outlays. Photo Gallery: Porsche Cayman S - Proven Power Adders - European Car MagazineRead More | Digg It | Add to del.icio.us