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Let's talk oil for a 987.1 Cayman S

8K views 3 replies 4 participants last post by  cavediver 
#1 ·
Just acquired a 2006. Engine problems in particular bore scoring is a major issue. So my understanding so far besides adding a deep sump system and puting in racing oil before the track event and replacing it after track weekend from what I heard is basically to be best tactic to reduce the chances of engine failure on the track. Any experience on which racing oil is the best? Heard it is good for only 600 miles. When I change oil in the car again can I go back to regular oil for a month or two and then go to racing oil again before the next event a month or so later. Experiences and recommendations very much appreciated.
 
#3 · (Edited)
This topic has been discussed many times over the years, but what has changed is the engines and their needs. Do not confuse the M97 engine with the 9A1 engine with DFI. There are two models of 9A1 engines, (3.4 L model DFI) and ( 2.9 L Port injected model). The M97 engine has a particular need in 1. protecting the cylinder walls from bore scoring. 2. Protecting the #6 rod bearing from scaring during heavy track use due to both oil starvation and oil pressure drop due to heat as the viscosity thins allowing metal to metal contact. 3. Mixture of oil/air in the heads which dilute the oiling capacity of the sump oil again reducing the viscosity of the oil causing rod bearing scarring.

LN had developed Driven XP-90 specifically for the 987.1 motors, which comes in a 10W-40 strength and is recommended for track use. It has the 600 mile drive limit due to its formulation and intended use. DT40 is another oil that can be used both on the track and as a daily driver oil.

Jake Raby of flat6innovations suggests that to preserve the M97 engine, the owner should change the oil every 6 months. His videos explain the reasoning behind this thought process. Please look up those video's as they play a role in the oil picts for your car.

Lastly look at the blog RAT/540, then look at the section on engine wear, flat tappet usage, oil heat, viscosity etc. Once you have looked at the various topics, cost then enters into the equation, as XP-90 is costly, while Mobil 1 FS brand 0W-40 is not. My opinion is to change oil to a thicker 5W-50 AMS signature oil for the summer and Mobil 1 FS 0W-40 for the winter. If you track the 987,1 then you might want to use a spin on filter system that has much bigger filtration holes (40 mc) to reduce back pressure and change that filter after every track day to a more daily driver of (15 mc). If you are using the special screen filter screw on that LN makes, its mandatory to change back to a regular filter after the track day to regain normal oil filtration. Then, use XP-90 and change it after the weekend event.

So keeping a M97 engine in top shape for a long period of time requires certain steps to avoid the pitfalls of bore scoring and rod bearing scaring. The IMS (clean engine oil) and 7000 rpm shift points (rod bolts) are also noted, but once you figure out how these risks can be minimized as best one can, then their relevance is limited.
 
#4 ·
This topic has been discussed many times over the years, but what has changed is the engines and their needs. Do not confuse the M97 engine with the 9A1 engine with DFI. There are two models of 9A1 engines, (3.4 L model DFI) and ( 2.9 L Port injected model). The M97 engine has a particular need in 1. protecting the cylinder walls from bore scoring. 2. Protecting the #6 rod bearing from scaring during heavy track use due to both oil starvation and oil pressure drop due to heat as the viscosity thins allowing metal to metal contact. 3. Mixture of oil/air in the heads which dilute the oiling capacity of the sump oil again reducing the viscosity of the oil causing rod bearing scarring.

LN had developed Driven XP-9 specifically for the 987.1 motors, which comes in a 10W-40 strength and is recommended for track use. It has the 600 mile drive limit due to its formulation and intended use. DT40 is another oil that can be used both on the track and as a daily driver oil.

Jake Raby of flat6innovations suggests that to preserve the M97 engine, the owner should change the oil every 6 months. His videos explain the reasoning behind this thought process. Please look up those video's as they play a role in the oil picts for your car.

Lastly look at the blog RAT/540, then look at the section on engine wear, flat tappet usage, oil heat, viscosity etc. Once you have looked at the various topics, cost then enters into the equation, as XP-9 is costly, while Mobil 1 FS brand 0W-40 is
not. My opinion is to change oil to a thicker 5W-50 AMS signature oil for the summer and Mobil 1 FS 0W-40 for the winter. If you track the 987,1 then you might want to use a spin on filter system that has much bigger filtration holes (40 mc) to reduce back pressure and change that filter after every track day to a more daily driver of (15 mc). If you are using the special screen filter screw on that LN makes, its mandatory to change back to a regular filter after the track day to regain normal oil filtration.

So keeping a M97 engine in top shape for a long period of time requires certain steps to avoid the pitfalls of bore scoring and rod bearing scaring. The IMS (clean engine oil) and 7000 rpm shift points (rod bolts) are also noted, but once you figure out how these risks can be minimized as best one can, then their relevance is limited.
Well put Apex1!!
 
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