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@calmotion posted:

@Marty Grzynkowicz was the Porsche motor one of your option but chose Subie instead?

No, it was not in the discussion much back in end of 2011.  I was happy to be the first factory Subie Henry did back then.  It was a 2.2L before going back for a 2.5 Turbo in 2015.  The Turbo Subie was a complicated build but ran perfect when IM did there magic.  The only thing I missed was that Flat Six sound that only Porsche can produce. 

Marty the whine of a P 6 is pure wine of desire, yet, a turbo subie well tuned I think is lighter on the pocket book I think.  In any case I prefer the NAspirated engines for their Non Switch style of powerband.

Actually, a Subie 6, would be pretty cool too but it is more funds.

FWIW, someone put a 375hp turbo audi and 915 tranny set up and lost it on a wet road unfortunately.  I personally feel that somewhere between 240-275 is the sweet spot.  Anyway, there are many many choices.

Last edited by IaM-Ray

I understand the advantages of using the stock ECU (and Carey and company are way more experienced with all of this than I am) - but in situations like this, I wonder if a standalone ECU like MegaSquirt or Speeduino wouldn't be worth looking at.

I understand that the variable cams are the secret sauce, and I've got no idea if the rudimentary ECUs could handle it, but the whole "immobilizer" circuitry thing is really putting a brake on running a lot of tasty modern engines in alternate applications.


I use stock ECU for a variety of reasons, but simple drivability is probably the top.  MOST clients don't have the desire or ability to write tune files, and I've played with a LOT of various "self tuning" aftermarket standalone, but nothing ever compares to the reliability and ease of a stock ECU, OBD-II diagnostics, etc...

As Joel knows, we are just starting to play with watercooled P car drivetrains, so I am certainly not the expert int hat field (yet) so I'll revert to my Subaru experience.  I have yet to see any standalone that even starts to compare to the stock Subaru ECU in terms od the advanced self-tuning ability, cold start, warm up, adaptation to driving style, adaptation to environment/altitude/humidity/ambient temp/etc...

@et al.

And as for the earlier fitment questions, this will be the first in a coupe, and I'm smart enough to know it will come with its own challenges, however almost 3" of the Boxster engine added length is low on the motor and  mounts, so the minor chassis changes for fitment will happen at the base of the seat, which is already a dead space, thus I can leave the firewall completely unchanged at the top of the seat where it matters for leg room.  Gearbox is shorter, which helps.  Plus I can run 930 high angle CVs with high angle CV boots, which allows me to take up some additional offset without CV stress or the fear of wearing out stock CV boots through misalignment.

My subie tech is a rally racer who has a direct relationship with Subaru and sells ultra high performance fully modified new cars under the Subaru wing with their blessing.  They use an aftermarket tune but their techs are out there skilled.  
Having said that most of us are far from our builder so a stock écu is the answer to get local service without much suffering and why fix or change something that has a million cars using it?

i would differ to the builders choice he knows  what after sales service from far away is like.

Great explanation Carey

Last edited by IaM-Ray


I totally get why you use factory ECUs. Their startup, warmup, and drivability are VERY hard to match. Their ease-of-use, impossible to match.

Aftermarket is more flexible, but requires way more TIME. You don't have the time in your endless car-building to devote to tuning. I'm going through this right now with my EFI. It's not easy as it is my first, but I'm getting there making little advances. Warm, the engine drives great, I'm probably 80% there. Once it's polished warm I'll start on the cold start/warmup curves. Did I say this takes time?

The immobilizer thing is going to come to a head though, just like the chassis thing you've already tackled: getting away from the VW frame/pan/suspension roots. A non-factory ECU is going to be a necessity for performance.

RE: CV joints:

On my Cayman, the axles are angled forward about 10 degrees or so. I'm sure it is to provide decent legroom in the mid-engine dimensions. Your plan sounds perfect for dealing with the additional length of the Boxster motor. Carry on.

Last edited by DannyP
@Joel Roth posted:

Great news. I spoke to Carey and he told me they have a fix for the ECU issue. They will use the ECU from the 2.7 L base motor for which they can remove the immobilizer, and re-flash it and install the software needed to run the 3.2 L S motor. So, the 3.2 L S motor is a go.


Fabulous! The Porsche immobilizer code is really a pain. Congratulations to Carey for finding a solution!

You are absolutely right. My understanding is that they are going to use a 5 speed out of a base Boxster and have it rebuilt by Parker from IO Racing in Upland.  I was told by Carey that Parker builds 5 speed gearboxes for the Boxster racing series. So I am sure his finished product will be a very nice unit.

I checked back on my earlier emails with Carey and he told me that he would estimate the weight of the finish car to be about 2,000 lbs. The engine/transmission from the Porsche weighs more than the Subaru, and they are going to install a larger (double normal capacity) fuel tank.

So when its all said and done, I hopefully will have 280 HP in a 2000 lbs. car.


@Joel Roth posted:


Sargent Schultz from Hogan's Hero's. I loved that show.

Yes me too, when my son was young we watched a lot of DVD's of the show.  One day at school he started to imitate Newkirk do a Heil Hitler imitation and got in trouble. The school calls his mom and she had to explain that the 6 y.o. was just playing ... the PC police were out at the school.   We laughed.

heil  here


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Last edited by IaM-Ray

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