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mmmbeer
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Stock boost
mmmbeer replied to kas996's topic in 9PA, 9PA1 (Cayenne, Cayenne S, Cayenne Turbo, Cayenne Turbo S)
There are three main ways of "getting" horsepower out of such a motor; displacement, rpm and boost. The standard Cayenne Turbo is moderate with both rpm and boost which should make for a motor with a relative long life. 600-700HP would not be unthinkable if the 4.5L engine have been set up with high rpm and high boost. But Porsche did not want this. If the Cayenne Turbo engine can handle increased rpm i do not know, but i do know that Porsche did offer official versions of the motor which had more "normal" boost levels. Cayenne Turbo with E81 power kit have a max boost of 0,8 bar and Turbo S have max boost 0,9 bar. Both of these have larger intercoolers with plumbing. How safe it is to go above these boostlevels I do not know. And; a 0,1bar difference from the official numbers are well within the tolerances and/or accuracy of the in-dash gauge. So I would not worry about a stock gen 1 Turbo peaking at 0,7 instead of 0,6 bar. -
Stock boost
mmmbeer replied to kas996's topic in 9PA, 9PA1 (Cayenne, Cayenne S, Cayenne Turbo, Cayenne Turbo S)
The boost is increased by the engine management system only. The intercoolers with plumbing are larger for the power kit. Most noticeable are the larger brakes front and rear, but the power kit also makes for a sportier ride because of modified suspension components. Also; cars with the power kit had to be ordered with 19" or 20" wheels as the standard 18" wheels do not fit around the front brakes. -
Stock boost
mmmbeer replied to kas996's topic in 9PA, 9PA1 (Cayenne, Cayenne S, Cayenne Turbo, Cayenne Turbo S)
Stock boost pressure for the 450HP Cayenne Turbo should be max 0,6 bar which reduces slightly to about 0,5 bar at higher rpm. The 500 HP E81 Powerkit should have max 0,8 bar reducing to 0,65-0,7 at higher rpm. (Not verified, but a reasonable assumption based on different sources, feel free to correct this one). The 521HP Turbo S should have max 0,9 bar reducing to 0,75-0,8 at higher rpm. (Not verified, but a reasonable assumption based on different sources, feel free to correct this one). These are the standards; there are several other factors that may contribute to the actual boost pressure, such as atmospheric conditions, fuel quality and such detected by the engine management system. The in-dash boostgauge is not known to be very precise so it might be a bit off. -
To be fair the E81 is not just 50 ekstra horspower. It is more like a general sports package upping the handling, brakes and power of the car.
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Norway. Usually ROW version for Porsches. Edit: Here is the TSB for the 2003 onwards E81: TSB 2003 onwards E81
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I found the 2003 onwards Powerkit retrofitting documents in the TSB section. My soon to be new Cayene Turbo MY06 has E81. There was a E81 kit taking HP from 450 to 500 for the earlier cars. Perhaps not in the US-version?
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Thats a nice link Loren, but it is for the 2008 model. Do you have anything similar for the 2006 model year? The car is bought and pending a ppi and some minor things it is on its way "home".
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On the 06 model it is actually a leap from 450 to 500HP, but yes I think I agree... The 380mm front brakes seems just awesome... If it was not for the E81 this car would be in the running against a few other candidates, but I am wondering if the E81 should be the deal-sealer here or not. All other things being about equal. I did plan on taking my sweet old time to surf around and decide later, but this one seems to be one I should buy before the dealer finds out it has E81 and advertises it as such.
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I am in the market for a Cayenne and have found a 06 Turbo that is nice with quite ok mileage. It is reasonably well equipped and is actually a bit cheaper than others in the same year/mileage range. This car has the E81 option which I know is the very expensive power kit with upgraded engine, suspension and brakes. The dealer does not seem to know that the car is special in this way and I am sure not about to tell him. Would this be a run and buy situation or is the E81 just another option and nothing to value to highly?
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Bear in mind that it requires a lot of slow and steady force to compress it. It will seem to be stuck if you are using hands only. That is why it need to be compressed slowly in a vice, then locked by putting a pin through the holes in it. When assembled on the engine you get it to tension up the roller by removing the pin.
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That is very incorrect. Two complete revolutions of the crankshaft covers all 4 cycles on all cylinders (4 cylinders on these engines). The pistons and valves are not waiting for each other to finish up before the next one starts to move. They all move at the same time only offset to each other to make sure they do not fire at the same time. However, two revolutions will not be enough for the oil pump to move oil around the entire engine.
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Do you have any references stating that one need to perform a camshaft setting adjustment after a simple belt job? I find the need for this quite unlikely. 20HP, where do you get that figure?
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I just changed these and all rollers on my 92 968. No special tools used. This being a tiptronic I put a hex socket in one of the bolts on the flywheel (through starter hole) to lock it up when loosening the crankshaft bolt. Be sure to check the state of the rollers before putting the new belts on. If you are unsure of how to do this; replacing all might be a good idea.
