I posted as thumbnails, let me see what's up
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Yep, I installed this exact sump over 5 years ago. Seems to work well, but the return oil sits on top of the windage plate and shoshes up the walls into the bottom of the AOS. I finally had the Porsche Motorsports AOS installed, and no oil downs after that.
I use Motul 300V Competition 5W-40. I called Motul a month ago about their additive package and their rep told me that this motor oil is good for at least 3500 miles between oil changes. I was inquiring about the Motul Power 300V 5W-40 which has been dropped and in its place is the Competition oil. No explaination on why the change just Motul felt that this package would work very well for me. Amazon still was trying to sell the Power 5W-40 product but their suppliers kept switching to the Competition 5W-40 product. The Competition product is physically heavier weight but has the same viscosity as I have 3 tins left over. It comes in special tin cans. This is the 3rd year with the Motul power/competition products.
I would also recommend the LN spin on filter as it provides much less back pressure to help prevent #6 rod bearing scaring. George at LN can set you up. They also sell their track filter which is just a screen that you wash out when changing to street oil. LN suggests the Xp9 only be used for less than 500 miles which was a sticking point for me. Motul 300V Competition 5W-40 is the product that that works well.
I would also add a Wavetrac LSD to your transaxle. Its a great product without clutches and it certainly works in the wet and dry providing added traction without any snap over steer effects after the apex. The slider wave is what locks up and transfers power to the planted tire.
A 996 heat exchanger will fit and adds about 40 more square inches of oil/water heat exchange.
I also added Sprint Booster to open the throttle body quickly as the two tire thrust certainly can handle this engine's limited hp. I'm using Bridgestons new track tire RE71RS as well which sticks well and has good longevity.
Dinky- I'm not a genius here. I just take the facts and analyze the results. Porsche should not have developed this cylinder wall matrix with an plastic like skirt coating on the pistons. Whats even more interesting is that 996 motors did not recieve the same treatment. So, to the ZDDP issue, well I looked up this additive and what it brings to the engine cylinder walls. Mostly, in other makes engines, if they are steel and the pistons are hardened aluminum, then no issues as the two materials co exist with the rings rubbing off the small additives that ZDDP deposits on the metal. What happens with the M97 engine is different. The ZDDP does deposit on the cylinder walls, but the piston skirts plastic does not rub this deposit off. Rather it works the opposite way. The ZDDP deposit rubs away the plastic coating on the piston skirts. Unfortunately, ZDDP is in most oils as an additive. Oil companies are not going to change their formulations do to the way Porsche decided to save a few bucks by not using top of the line pistons and better cylinder sleeves.
So, here we are, Porsche changed the pistons and the cylinder blocks in the 9A1 engine in 09. I am not going to put a great deal of time into researching ZDDP as the government is going to eliminate it as an additive soon due to its coating of the catalytic converter. So, for us with the M97 engine, lets just not be one who experiences bore scoring from the piston skirt failure. What exactly happened to have this bore score is a big question but I have made this connection due to a number of owners who raced their 987.1 S car successfully without a blow up from either bore scoring or #6 rod bearing scaring from oil starvation. Two different issues but the result was with the use of Motul Power 300V 5W-40 or now Competition 300V 5W-40 they completed almost 200 track days. So what happened here to allow these guys a free pass while other racers were experiencing melt down form either bore scoring or rod bearing scaring. The ZDDP issue is not an issue with the rod bearing, in fact it probably would help, but that issue is oil starvation.
Back to the Porsche MotorSports AOS. So, I added the LN deep sump with the x51 baffle and windage plate on top. The first autocross, I oiled down my AOS, smoke everywhere. Next run the same, so I retired and limped home. The oil finally was burnt out of the cat and muffler. I changed the AOS. The next event the same AOS failure happened. So I had a conversation with Colin Cantrell, who called LN about the two additional head oil pumps that can be installed. LN said they stopped importing those pumps from Germany because with the use of the Porsche MotorSports AOS. they are not necessary. I pushed hard to get the two additional pumps installed but Colin said he is going to follow LN's decision as LN runs a whole fleet of 987.1 race cars at the time. He installed the Porsche 987.1 Motorsports AOS and big tubing from the heads to the AOS. I have had no smoke of other negatives from this system. That was almost 4 years ago and many track days. See tandem head oil pumps below from BRS. part of LN.
The forthy oil from the heads that is not removed by the single pump in each head comes back to the AOS via vacuum suction. How exactly Porsche designed it to remove this head oil better than the OEM one is beyond me. I have had no Porsche motorsports failure so no AOS to cut apart. Maybe you can cut one apart and report back.
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So, here we are, Porsche changed the pistons and the cylinder blocks in the 9A1 engine in 09. I am not going to put a great deal of time into researching ZDDP as the government is going to eliminate it as an additive soon due to its coating of the catalytic converter. So, for us with the M97 engine, lets just not be one who experiences bore scoring from the piston skirt failure. What exactly happened to have this bore score is a big question but I have made this connection due to a number of owners who raced their 987.1 S car successfully without a blow up from either bore scoring or #6 rod bearing scaring from oil starvation. Two different issues but the result was with the use of Motul Power 300V 5W-40 or now Competition 300V 5W-40 they completed almost 200 track days. So what happened here to allow these guys a free pass while other racers were experiencing melt down form either bore scoring or rod bearing scaring. The ZDDP issue is not an issue with the rod bearing, in fact it probably would help, but that issue is oil starvation.
Back to the Porsche MotorSports AOS. So, I added the LN deep sump with the x51 baffle and windage plate on top. The first autocross, I oiled down my AOS, smoke everywhere. Next run the same, so I retired and limped home. The oil finally was burnt out of the cat and muffler. I changed the AOS. The next event the same AOS failure happened. So I had a conversation with Colin Cantrell, who called LN about the two additional head oil pumps that can be installed. LN said they stopped importing those pumps from Germany because with the use of the Porsche MotorSports AOS. they are not necessary. I pushed hard to get the two additional pumps installed but Colin said he is going to follow LN's decision as LN runs a whole fleet of 987.1 race cars at the time. He installed the Porsche 987.1 Motorsports AOS and big tubing from the heads to the AOS. I have had no smoke of other negatives from this system. That was almost 4 years ago and many track days. See tandem head oil pumps below from BRS. part of LN.
The forthy oil from the heads that is not removed by the single pump in each head comes back to the AOS via vacuum suction. How exactly Porsche designed it to remove this head oil better than the OEM one is beyond me. I have had no Porsche motorsports failure so no AOS to cut apart. Maybe you can cut one apart and report back.
Thanks for the info, both about the pistons and the AOS. One thing I'd like to add is after reading Charles Navarro's paper on Ni-Sl cylinder walls, he describes Moly as a better version of ZDDP. While he says both are helpful in tandem, I gather that moly is what we specifically should look for since ZDDP is ill-advised. Good thing 300V is full of moly
As someone interested in the tandem scavenge pumps myself, I think I'll reach out to LN to see if they can give me some more insight as to how the Porsche motorsports AOS works and whether the UAOS functions the same. I hope they know since they're a vendor for both products.
Installed Rennline Radiator Screens on my 2008 Boxster S
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. Was disappointed by the fit /finish as the side Screens had to be trimmed and gap left in order to removed fog/driving lamps without removing . I discussed this with Rennline tech and why this wasn't mentioned in their catalog information so the customer would know prior to purchase . For the cost I would expect better fit.
Yep. Those are the transmission motor mounts and they are both hydraulic.
Wow, small world. I just did my trans motor mounts and CV axles a few weeks ago. Consider yourself lucky, my axles seized in the hub so I had to pull the entire knuckles off to the boots. Not fun but worth the preventative maintenance so I don't break an axle.
One tip I was given was to make sure you don't get grease in the bolt holes on the axle flange. If you do they can back out and sheer off the flange and then you have bigger problems. I put all my bolts in, then individually took them out, cleaned them, and added a pinch of blue loctite.
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