With the Isringhausen PCA GT3 race car out there buzzing around as a 2007 Cayman 987.1 upgraded to 3.4L DFI Spec and then receiving a DFI 3.8L X51 with porting, we continue to have success having upgraded cars from 1st Generation 987.1 to 2nd Generation 987.2. This is a neat project for someone looking for a cheap cheap 987.1 donor car or 3.8L project car OR someone that wants one of the many many $20K 987.1 cars sitting on lots with 100K miles and a motor that is a big ?

While in years past we have said to stay away from the earlier 987.1 on track, given that we can order parts and make everything work as intended, we can take a Gen 1 Cayman and drop a DFI engine management system in the car and run a DFI 3.4L, 3.6L or 3.8L engine in it. What you have is a a very formidable track car with a lower cost buy-in. If you know of anyone with a phenomenal 1st Generation Cayman/Boxster that does not want to give it up because they lost their Gen 1 3.4L engine, while it's more money to put into the car, they're rather bulletproof dollars so please pass along this information to them.

Additional Required Parts/Labor for DFI Upgrade:
- New/Reman 987.2 3.4L Engine @ $17.5K (Existing 987.1 motor carries a $9500 core value so like with the DFI exchange, it offsets the $27.5K engine purchase price. ($17.5K w/ 4 hours labor to remove the motor and 10 hours to install.)
- New/Reman 6-Speed Transmission: Existing 6-speed gearbox will not bolt to a DFI motor. We can however get a core credit for the existing 987.1 gearbox. Additional transmission cost - ($5000 & 2 hours labor).
- 987.2/997.2 DME - ($1000 plus labor of 15 hours to convert chassis harness to 987.2 spec, wire in new DME, flash car with updated firmware and for an additional $1495 we include the aftermarket ECU flash and slave tool.)
- Additional Parts / Labor: A.) 987.2 clutch and upgraded lightweight flywheel ($2000 for the fresh clutch kit from PCNA and Aasco lightweight flywheel and labor @ 2 hours) B.) 987.2 axles ($1300 for axles and 2 hours labor to install) C.) Required 987.2 coolant pipes, exhaust brackets. (ESTIMATE OF $1000 and 2 hours labor with customer getting credit for any unneeded parts. Includes revisions to trans mounts, etc.)

I have prepared a line by line item invoice to illustrate all costs and can email over to any interested parties. The numbers above total out to $36K if you're buying all new parts and a fresh motor and upgraded to DFI. For an additional $5K, you can have a 3.8L engine (the $5K is for the labor to convert - the 3.4L and 3.8L DFI engines cost the same) and it really begins to make sense if you're talking about being able to build a 3.8L DFI car with a flashed ECU for $61K and with it you're getting brand new axles, a new clutch a new gearbox and a new motor, all of which are as bulletproof as anything new, on the market that is turn-key for the track.

John

 

Curious: what would be involved in putting a 981 or 991 engine into 987.2?

 

Given that the single biggest two differences among the motors is the use of a MAP sensor and not a MAF sensor AND a new 2-piece camshaft, I don't know how much success you would have. Furthermore, you would be best served trying to put a 981 or a 991 ECU file in your 987.2 DME and that just won't work because of too many generational conflicts. Who knows how different the lift and duration specs are for the new cam shafts, etc.

The 987.2/997.2 cars have more parts for them right now and some of them may take forever to come online for the 981/991, specifically the ECU fix. With the 987.2 to 997.2 conversion, we have pulleys, race manifolds, aftermarket intakes and most importantly a "tune" file. You do not have a tune file for a 981/991 and it will be some time before all of us do. Right now you can make as good of power if not more with the existing car.

 

Thank you for the excellent info, John. Sounds like stuffing a 981/991 engine in a 987.2 is a no go.

No, my engine hasn't blown up - was just wondering.

 

A 3.4L DFI car does not have to have a blown up powerplant to be a track weapon. With files, headers, intakes, pulleys (those of you without A/C), there is plenty of untapped potential to get you to 370 crank hp with bolt-ons.

 

^ oh la la...... you got a kit going ....

 

I don't know if I would call it a kit; however, with a bunch of 987.1 cars trading online for sub-$20K numbers, maybe this conversion will get traction.

 

BUMP?!?! No one out there with a blown 987.1 track car and lots of dollars invested in it wants to upgrade to DFI with a 3.4L or 3.8L WITHOUT retiring their investment?!??!

This car for example just landed in our lap. The owner experienced an engine failure on the 987.1 powerplant not once, but twice and has now given up as any of us would do when you time off of work and spend it sitting in the paddock with a blown motor. I met the customer at Sebring 2 weeks ago and suggested the upgrade but they've asked that I ask around if anyone would be interested in this car below for $50K given the lack of time to campaign it.

While I have not seen the car in person, it's gorgeous in the photos and apparently has had no expense spared. We're snobs and we think it's a great car! It includes the used purchased 3.4L DFI engine, wiring harness and ECU for $10K that the owner bought at Sebring with the intention of doing the upgrade; the car however is now for sale and they've asked that I ask around for people interested in the project. $50K / OBO for race car and purchased motor, harness and ECU.

John

 

We just completed our first ever retrofitting of a PDK on a car that started life as a 987.1 and then went to 987.2 duty. It's actually our Championship winning GX Cayman that had every single upgrade known to man...now it's PDK too!

I have revised the original thread above to include some additional numbers and labor costs. I can email to anyone a line by line invoice with all parts and labor needs.

Thanks!