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First of all, this is a great forum. I have spent hours reading thru the posts before I registered. I appreciate all of the input here.
As the title states, I drove a 2008 CS recently. I had pretty much planned on buying/ordering an M3 in the spring, but the CS was a blast to drive. Of course, the M3 with the new V8 is a beast, but the nimbleness and responsiveness of the CS zipping in and out of traffic in rush hour Houston did me in. I never thought I would enjoy traffic so much.
So, it looks like I will be ordering one. I plan to wait until the 2009 model year comes out and probably order in early/mid summer 2009 (I don't like being a guinea pig for new technology), with the minor "facelift" and DFI, etc. Also, I have searched and noted some other changes that will be on this next model year.
Some questions (apologize if I missed these doing searches). BTW the Porsche website blows IMO for giving you detailed info, but that is to be expected:
1) How is DFI different than the "sequential fuel injection" it has on it now? I know this may be a complicated question but if it can be summarized that would be nice.
2) Aftermarket exhausts - I was looking thru the options and Borla and Remus look to be popular. Do any fault codes come on after installing aftermarket exhausts? And, what do dealers say about this in terms of warranty? Also, what kind of real HP increases have people seen with these exhausts?
3) Should the AM exhausts mesh with the new DFI motors, or will we have to wait until new exhaust systems come out?
4) I have read that GPS will/will not be standard, that USB/Ipod will be an option now, LSD will/will not be standard, that xenon headlights will be standard in the 2009's, etc. Any final confirmation on these items directly from Porsche, ie not rumors? If not, when do we expect press release?
5) Any comments on Porsche roadside assistance? I would have the same issue with the M3 of course. This whole idea bothers me, ie no spare...
Again, I appreciate the posts on this forum and I look forward to being a member for a long time. Thanks.
Chris
DFI
Direct Fuel Injection (DFI), is a new technology that Porsche states can cut fuel consumption by up to 15 percent, while increasing power by up to 13 percent. DFI cuts emissions by warming up the catalytic converter more quickly, and ensures a sharper throttle response. Better for your right foot - and the planet, then.
DFI allows much more precise measurement of fuel supply and injection at pressures up to 120 bar; it has numerous combustion modes, with different cycles for cold-starting, low-speed driving and performance driving.
As the name suggests, DFI injects fuel directly into the individual combustion chambers, instead of the intake manifold. The injector valves have an electromagnetic mechanism that controls each injection with astonishing precision, while a high-pressure pump provides the necessary pressure—up to 1,740 psi—to accompany the rapid fire of the fuel injection.
Precise geometry of the injector’s position and its spray pattern is a key factor in helping to improve power, torque and emissions of the engines. The specific placement of the fuel as it enters each chamber creates a swirl that improves the air/fuel mixture, and therefore the overall combustion process.
At engine speeds up to 3500 rpm, a double-injection process is used. In this mode, the required fuel volume is delivered in two successive injections per working stroke. The resulting benefits include faster catalyst warm-up and increased torque in the upper load range.
By forming the air/fuel mix directly in the combustion chamber, DFI contributes to engine cooling. As a result, it is possible to increase the compression ratio and with it the power and efficiency of the engine.
The direct injection process is continuously adjusted. The engine management system reads changes to throttle inputs and performance requirements and, as you drive, the air/fuel mix is monitored and adapted as required. Oxygen sensor circuits within the exhaust system provide accurate emissions control.
LSD - Limited Slip Differential
A limited slip differential (LSD) is a modified or derived type of differential gear arrangement that allows for some difference in rotational velocity of the output shafts, but does not allow the difference in speed to increase beyond a preset amount. In an automobile, such limited slip differentials are sometimes used in place of a standard differential, where they convey certain dynamic advantages, at the expense of greater complexity.
The main advantage of a limited slip differential is found by considering the case of a standard (or "open") differential where one wheel has no contact with the ground at all. In such a case, the contacting wheel will remain stationary, and the non-contacting wheel will rotate freely– the torque transmitted will be equal at both wheels, but will not exceed the threshold of torque needed to move the vehicle, thus the vehicle will remain stationary. In everyday use on typical roads, such a situation is very unlikely, and so a normal differential suffices. For more demanding use however, such as driving off-road, or for high performance vehicles, such a state of affairs is undesirable, and the LSD can be employed to deal with it. By limiting the velocity difference between a pair of driven wheels, useful torque can be transmitted as long as there is some friction available on at least one of the wheels.
To see the installation of a LSD style unit Click Here -> Article Forthcoming Stay Tuned
Borla
BORLA PERFORMANCE INDUSTRIES is the leader in the design and manufacture of stainless steel performance exhaust. We began two decades ago as a manufacturer of exhaust systems for such "concours classics" as Rolls-Royce and Ferrari cars and have evolved into the premier manufacturer of today’s performance vehicles for the street, off-road, and racing.
Some questions (apologize if I missed these doing searches). BTW the Porsche website blows IMO for giving you detailed info, but that is to be expected:
1) How is DFI different than the "sequential fuel injection" it has on it now? I know this may be a complicated question but if it can be summarized that would be nice.
2) Aftermarket exhausts - I was looking thru the options and Borla and Remus look to be popular. Do any fault codes come on after installing aftermarket exhausts? And, what do dealers say about this in terms of warranty? Also, what kind of real HP increases have people seen with these exhausts?
3) Should the AM exhausts mesh with the new DFI motors, or will we have to wait until new exhaust systems come out?
4) I have read that GPS will/will not be standard, that USB/Ipod will be an option now, LSD will/will not be standard, that xenon headlights will be standard in the 2009's, etc. Any final confirmation on these items directly from Porsche, ie not rumors? If not, when do we expect press release?
5) Any comments on Porsche roadside assistance? I would have the same issue with the M3 of course. This whole idea bothers me, ie no spare...
Again, I appreciate the posts on this forum and I look forward to being a member for a long time. Thanks.
Chris
My answers:
1. Conventional sequential fuel injection sprays gasoline behind the intake valves to form the mixture, which is then sucked into the combustion chamber. Direct injection (which is also sequential) sprays gasoline directly into the combustion chamber. This has the beneficial effect of cooling the mixture considerably, which allows a higher compression ratio, which makes more power (and increases efficiency).
2. You shouldn't ever get a check engine light (CEL) from a catback exhaust. If you change the manifolds or the cats it often happens for a variety of reasons. Search for discussions on warranty issues. Some dealers look the other way, others won't touch a car that isn't stock. HP increases from catbacks are often in the 10-20hp range, but get ready for some drone, that some people can tolerate and others can't.
3. Unknown, but DFI doesn't make any difference itself.
4. No definitive data yet on the next-gen Cayman.
5. I haven't tried it.
DFI
Direct Fuel Injection (DFI), is a new technology that Porsche states can cut fuel consumption by up to 15 percent, while increasing power by up to 13 percent. DFI cuts emissions by warming up the catalytic converter more quickly, and ensures a sharper throttle response. Better for your right foot - and the planet, then.
DFI allows much more precise measurement of fuel supply and injection at pressures up to 120 bar; it has numerous combustion modes, with different cycles for cold-starting, low-speed driving and performance driving.
As the name suggests, DFI injects fuel directly into the individual combustion chambers, instead of the intake manifold. The injector valves have an electromagnetic mechanism that controls each injection with astonishing precision, while a high-pressure pump provides the necessary pressure—up to 1,740 psi—to accompany the rapid fire of the fuel injection.
Precise geometry of the injector’s position and its spray pattern is a key factor in helping to improve power, torque and emissions of the engines. The specific placement of the fuel as it enters each chamber creates a swirl that improves the air/fuel mixture, and therefore the overall combustion process.
At engine speeds up to 3500 rpm, a double-injection process is used. In this mode, the required fuel volume is delivered in two successive injections per working stroke. The resulting benefits include faster catalyst warm-up and increased torque in the upper load range.
By forming the air/fuel mix directly in the combustion chamber, DFI contributes to engine cooling. As a result, it is possible to increase the compression ratio and with it the power and efficiency of the engine.
The direct injection process is continuously adjusted. The engine management system reads changes to throttle inputs and performance requirements and, as you drive, the air/fuel mix is monitored and adapted as required. Oxygen sensor circuits within the exhaust system provide accurate emissions control.
LSD - Limited Slip Differential
A limited slip differential (LSD) is a modified or derived type of differential gear arrangement that allows for some difference in rotational velocity of the output shafts, but does not allow the difference in speed to increase beyond a preset amount. In an automobile, such limited slip differentials are sometimes used in place of a standard differential, where they convey certain dynamic advantages, at the expense of greater complexity.
The main advantage of a limited slip differential is found by considering the case of a standard (or "open") differential where one wheel has no contact with the ground at all. In such a case, the contacting wheel will remain stationary, and the non-contacting wheel will rotate freely– the torque transmitted will be equal at both wheels, but will not exceed the threshold of torque needed to move the vehicle, thus the vehicle will remain stationary. In everyday use on typical roads, such a situation is very unlikely, and so a normal differential suffices. For more demanding use however, such as driving off-road, or for high performance vehicles, such a state of affairs is undesirable, and the LSD can be employed to deal with it. By limiting the velocity difference between a pair of driven wheels, useful torque can be transmitted as long as there is some friction available on at least one of the wheels.
To see the installation of a LSD style unit Click Here -> Article Forthcoming Stay Tuned
Borla
BORLA PERFORMANCE INDUSTRIES is the leader in the design and manufacture of stainless steel performance exhaust. We began two decades ago as a manufacturer of exhaust systems for such "concours classics" as Rolls-Royce and Ferrari cars and have evolved into the premier manufacturer of today’s performance vehicles for the street, off-road, and racing.
First post here . . .
5) Any comments on Porsche roadside assistance? I would have the same issue with the M3 of course. This whole idea bothers me, ie no spare...
Welcome Chris!
I have had the occasion to use the service once. I was generally happy with their service, except for the response time of the wrecker - when I called to complain about the wait (over 4 hours) Roadside Assistance told me they could only call the service recommended by the local dealer. To their credit, they did call my local service manager, who then called the towing service and made things happen.
Several of us have purchased the older style Conti donut or Vredenstein collapsible spares to carry - especially on road trips.
__________________ My Blogs
2006 CS Tip (Daily Driver & Part-time Track Toy)
2005 Ford Expedition (to haul the CS)
2006 Lexus RX400h (wifey's)
Gone, but not forgotten: 2002 WRX, 2004 MINI
Thanks for the education on the DFI vs current FI. I'm not a motor buff, but I thought all FI was directly into the cylinder. So currently it goes into some type of intake manifold? Why did Porsche go with something not as efficient as it could be in the first place?
I'll do some searching for droning...I have read about it but didn't pay alot of attention. Seemed most occured 2500-3000 rpm, which would be a pain at highway speed cruising 6th gear. Any AM exhausts worse than others?
KS-CS:
I am aware of the aftermarket spares....it is a big topic on the BMW forums, especially with the fun flats on the 335's. I will probably invest in one of those when the time comes....I travel to west Tx. alot and the "local dealer" there sells tractors and Ford diesels. The nearest Porsche dealer may be 200+ miles away.
BTW, I assume on this forum somewhere is a diagram for lifting jack locations???? Gotta get one of those as well, with a lug wrench.....
Fort:
Understood. Whatever games they play with the MY numbers is OK with me. So, I assume there will be no changes in the CS that comes out in 2009 spring until late 2010 when the 2011's come out?
DFI
Direct Fuel Injection (DFI), is a new technology that Porsche states can cut fuel consumption by up to 15 percent, while increasing power by up to 13 percent. DFI cuts emissions by warming up the catalytic converter more quickly, and ensures a sharper throttle response. Better for your right foot - and the planet, then.
DFI allows much more precise measurement of fuel supply and injection at pressures up to 120 bar; it has numerous combustion modes, with different cycles for cold-starting, low-speed driving and performance driving.
As the name suggests, DFI injects fuel directly into the individual combustion chambers, instead of the intake manifold. The injector valves have an electromagnetic mechanism that controls each injection with astonishing precision, while a high-pressure pump provides the necessary pressure—up to 1,740 psi—to accompany the rapid fire of the fuel injection.
Precise geometry of the injector’s position and its spray pattern is a key factor in helping to improve power, torque and emissions of the engines. The specific placement of the fuel as it enters each chamber creates a swirl that improves the air/fuel mixture, and therefore the overall combustion process.
At engine speeds up to 3500 rpm, a double-injection process is used. In this mode, the required fuel volume is delivered in two successive injections per working stroke. The resulting benefits include faster catalyst warm-up and increased torque in the upper load range.
By forming the air/fuel mix directly in the combustion chamber, DFI contributes to engine cooling. As a result, it is possible to increase the compression ratio and with it the power and efficiency of the engine.
The direct injection process is continuously adjusted. The engine management system reads changes to throttle inputs and performance requirements and, as you drive, the air/fuel mix is monitored and adapted as required. Oxygen sensor circuits within the exhaust system provide accurate emissions control.
Thanks for the education on the DFI vs current FI. I'm not a motor buff, but I thought all FI was directly into the cylinder. So currently it goes into some type of intake manifold? Why did Porsche go with something not as efficient as it could be in the first place?
DFI has only very recently been developed. The older-style of port fuel injection has been around for 50 years.
Quote:
Originally Posted by JCE
I'll do some searching for droning...I have read about it but didn't pay alot of attention. Seemed most occured 2500-3000 rpm, which would be a pain at highway speed cruising 6th gear. Any AM exhausts worse than others?
Yes - some are worse than others. Milltek and Capristo seem to be drone-free. All the others lie somewhere on the spectrum of not-too-bad to barely-tolerable, but each driver has a different tolerance for drone. NOTE - drone is a much bigger issue if you have an automatic transmission. If you have a manual it is easy to select a lower gear to keep rpm above 3000, and eliminate the drone.
Quote:
Originally Posted by JCE
BTW, I assume on this forum somewhere is a diagram for lifting jack locations???? Gotta get one of those as well, with a lug wrench.....
You can't miss the jack points - look for a socket with an oblong hole in it on the underside of the car just behind the front wheel well and just ahead of the rear wheel well. There are several good approaches to jacking - this is my favorite Secure Jacking
Quote:
Originally Posted by JCE
Understood. Whatever games they play with the MY numbers is OK with me. So, I assume there will be no changes in the CS that comes out in 2009 spring until late 2010 when the 2011's come out?
Correct.
DFI
Direct Fuel Injection (DFI), is a new technology that Porsche states can cut fuel consumption by up to 15 percent, while increasing power by up to 13 percent. DFI cuts emissions by warming up the catalytic converter more quickly, and ensures a sharper throttle response. Better for your right foot - and the planet, then.
DFI allows much more precise measurement of fuel supply and injection at pressures up to 120 bar; it has numerous combustion modes, with different cycles for cold-starting, low-speed driving and performance driving.
As the name suggests, DFI injects fuel directly into the individual combustion chambers, instead of the intake manifold. The injector valves have an electromagnetic mechanism that controls each injection with astonishing precision, while a high-pressure pump provides the necessary pressure—up to 1,740 psi—to accompany the rapid fire of the fuel injection.
Precise geometry of the injector’s position and its spray pattern is a key factor in helping to improve power, torque and emissions of the engines. The specific placement of the fuel as it enters each chamber creates a swirl that improves the air/fuel mixture, and therefore the overall combustion process.
At engine speeds up to 3500 rpm, a double-injection process is used. In this mode, the required fuel volume is delivered in two successive injections per working stroke. The resulting benefits include faster catalyst warm-up and increased torque in the upper load range.
By forming the air/fuel mix directly in the combustion chamber, DFI contributes to engine cooling. As a result, it is possible to increase the compression ratio and with it the power and efficiency of the engine.
The direct injection process is continuously adjusted. The engine management system reads changes to throttle inputs and performance requirements and, as you drive, the air/fuel mix is monitored and adapted as required. Oxygen sensor circuits within the exhaust system provide accurate emissions control.
Capristo
Capristo exhaust systems for the Cayman. The Capristo valve system allows the Cayman to be relatively quiet in cruise speeds but to sound like an F1 car when the valves are open.
