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  Update #1   Carrara White
2006 SharkWerks Project Cayman S: RS350

The SharkWerks Project Cayman S was with us for some two years in which time she was used as the development platform for the SharkWerks/EVOMS/RSS RS350 kit. Not only was she regularly tracked but she also graced the cover of Excellence Magazine (April issue) and was received even more praise in the March issue of European Car Magazine. This was one very special Cayman S...


Not only did the press champion its winning pedigree but she recieved much acclaim on many of the Porsche forums. RS350 kits are now being installed on a regular basis... The aricle is online here:
http://www.europeancarweb.com/featur...pdk/index.html



Cayman RS350
http://www.sharkwerks.com/products.php?pid=185
Evolution Motorsports, Road Sport Supply and SharkWerks have collaborated on our white Cayman and we're introducting Performance Upgrade Package as a result.


The kit delivers 350 horsepower versus the factory 295 horsepower on a conservative 11% drivetrain loss and the car is a real blast to drive. We're really happy with the results and hard work the EVO/RSS crew have put in

The Cayman RS350 utilizing the new EVOMSit software is custom-tuned for a full Stage 1 performance upgrades, including the EVOMS V-Flow Intake, a Competition Intake Plenum with a true 82mm 997 GT3 Throttle Body Conversion Kit from IPD, and an exhaust from Cargraphic.


Pricing on RS350 Components:
• Evolution Motorsports V-Flow: $349
• EVOMSit RS350 Software: $1000
• IPD Competition Plenum and 82mm 997 GT3 Throttle Body Conversion Kit: $1295
• Cargraphic Exhaust: $2200 for Straight Tips or $2300 for Rolled Tips with Perforated Inserts

Optional Extras:
• Cargraphic Headers and 200 Cell Catalysts: $4200
• ESR Underdrive Pulley: $199
• Sharkwerks Lightweight Flywheel*: $1100

*The EVOMSit software is _specifically_ compatible with the Sharkwerks Lightweight Flywheel kit so no idle die-down issues occur.

Dynos for the Stage 2 upgrades including the Cargraphic Headers and Catalysts and ESR Underdrive Pulley will be posted in the very near future, so keep an eye on the thread! For any further questions please do not hesitate to drop us an Email to alex@sharkwerks.com or call 510-651-0300/

EVOMSit “intelligent tuning” - EVOMSit Intelligent Tuning: www.evomsit.com
Ian, Mike, Greg/Mike/Turbo Mike @RSS and of course Todd@EVO, I can't thank you guys enough. It's been a real, real pleasure as always working together on this. Seriously, the hours of street and dyno tuning/testing you guys did to make this such a fun car has us all grinning Really great numbers on a hot day (114?) with 91 and yet still more to come..

A quick video of the car being tuned at EVO


There she is at the track!



  Update #2  
Dan's Review!

I finally had a chance to drive the RS370 Cayman S yesterday. I took it from Costa Mesa, CA to San Jose, CA (a distance of 380 miles). Being from SharkWerks, it may be hard to see my post as unbiased, but I think I've driven this Cayman as much as anyone for one long drive. Alex sat in the passenger seat for the drive and could add his experiences as well.

Traffic, low speeds
I was in traffic on I405 for about 30-40 minutes at the start of the drive. I'd guess the average speed during this section was about 30 MPH, with several complete stops / bumper-to-bumper. The car drove like a stock Porsche. The idle was consistent. There was no shuddering from low speeds, or stalling out of gear or otherwise. The car threw no codes or gave any indication it was modified during this time. The throttle response is very quick but easy to manage. I did not stall the car once from a stop. During this time it was obvious the car was quick, but I could not judge its acceleration. I only noted that it took little throttle to get back up to speed.

Cruising
I drove several hundred miles at speeds between 60 and 85 MPH. Even in 6th gear at 50 MPH, the car had more than enough torque to pass without downshifting. I could get from 60 to "in trouble" quickly, even keeping the RPMs well out of the powerband (~3000). This is the case of most flat-6s, but to me the lower RPM torque felt like a 3.8 car.

The drive from LA to the bay area includes several hill climbs, especially the grapevine and highway 152. Sometimes I'd downshift just because the lightweight flywheel made it so fun, but I typically just left it in 6th. The mileage was around 25.0 MPG.


Cargraphic Exhaust
The RS370 car has a Cargraphic exhaust, headers, and cats. It has aggressive tips and I imagined (looking at the car as RSS rolled it out of the shop to leave on Saturday), that I had an unpleasant drive ahead of me. I expected drone and resosance, which I've seen with most exhausts on 986/987s.

The Cargraphic was quieter than I thought. When cruising at 70-80+ MPH, it's close to stock. When I gave the throttle a little kick it made some noise and reminded me that there's a big exhaust back there, but for the purposes of road trips and freeway cruising, I could not imagine a better exhaust for this car. The Toyo tires on the car were significantly louder than the exhaust. You could clearly hear them, while the exhaust was subtlety humming in the background.

Last time I was in the car, it had the Remus system, which sounded fantastic. The only drawback for the Remus (IMO) was that it was really loud at freeway speeds. You could not escape that sound vibrating the cabin unless you drove really fast or used a lower gear.

The Cargraphic was loud enough to please me. It sounded great from inside the car, especially at higher RPMs. I have not heard the exhaust from outside the car (Just Alex pulling a test run in front of RSS' shop ), but have driven quite a bit with the windows down and liked the sound. I am trying to get the camera gear ready to film some videos today since we finally have the car back at the shop.

RS370
I had many chances to romp on the gas once I was out of LA, but waited until we were off I5 to have a real go at it. I first jumped on the gas leaving the gas station at Kettleman City, accelerating toward I5, then onto the onramp heading north. I only took the RPMs to 5000 RPMs, and I know Alex was hoping I'd rev it higher. I decided to wait until there was nobody else around.

A while later I pulled off the freeway, and onto 152. There was a large open stretch of highway leading to the reservoir and no cars in sight. I jumped on the gas from 2nd gear at about 20 MPH and stayed in the gas until about 95 MPH. It felt good at lower RPMs, but went through them pretty quick. Then when the car hit 4000 RPMs, it's like a switch was flipped. Pure evil. It felt like forced induction: adding a bunch more power suddenly, then all the way up to 7000 RPMs. Look at the graph for the dyno and you can see this peak that starts to ascend rapidly around 5000 RPMs and I thought I could feel every pixel of it.

Until yesterday, Alex had not been in the car with all these recent modifications. After that proper run, he yelled out "Now try that in a stock Cayman!". He also said "this car's a beast" at least a few times. I agree. I knew it would be faster with all these new mods, but the way the power is delivered was really surprising. I'm hoping video will demonstrate this "effect", or you can get a ride in the car so you can feel it for yourself.

We were both exhausted from the trip and drive, so I took it relatively easy after that, only using the power to pass a couple times and just enjoyed the suspension and tires around the 152 bends.

I hope to get more seat time in the car soon. It was nice meeting the RSS guys, thanks for hosting.
  Update #3  

She started like in 2006- fresh meat for the grinder!


The first phase is to do the flash for slightly more HP and improved throttle response. Now it's not like the TT cars we do in terms of the gains but certainly some marked improvement (and Egas remapping).


Then we quickly de-snorked it. Obviously there's plenty of write-ups on this but the main thing you really need to be careful of is the "middle" clip. Try prying that off first as it's a weak-spot and you can/will crack/snap it. A flat head screw driver is your friend... We ran out of intakes so that'll happen shortly.


We also we're going to use this:

we decided to go with Bilstein PSS9s and H&R sway bars for an aggressive street/some track type set up. The adjustability and compliance is second to none in terms of a street coil over and much more to our liking than a lowering spring kit. I'm just not keen on the stiffer spring/soft shock mismatch which gives you the pogo effect (bounciness). We lowered the car about 1.5 inches in the front and 1.25 in the rear. The dampening was set to 3 to start off with. It's quite an involving install as most of the back end and interior has to come out and in fact takes more time to do than any 996TT, 997TT etc... The rear sway bar is easy but the subframe has to come out on the front thanks fo some "ingenious" routing of the sway bar by Porsche on that one.



Either way, the car set up the way it is now seems to be so much flatter and devoid of sway through the twisties. The real test will be this weekend when she hits Thunderhill where she'll be driven on the same track with this new set up. The time there previously was 2min 15 seconds (not me driving!) so we're hoping the same driver can shave a few seconds off....

With the extra G's we expect at the track the stock seats just aren't going to cut it. For almost 5K per side, the 997GT3 ones aren't either so in with a pair of 996GT3 seats and a harness bar from TC Design. With the schroth harnesses and the seats my butt no longer slides around... I've been using the GT3 seats for years in 996s and they are _not_ for everyone in terms of fitments. Try them first for sure. It really helps to take the steering wheel out as well when doing the install. Just for clearance on the driver's side. With everyone out it was a good time to do the B&M SSK kit. The shifter in the 987/997 is certainly much improved over the 996s but still too long for our liking.

We also installed our Fire Extinguisher kit as some of the organizations requite it.


Something that I've always changed in any Porsche I've owned is the steering wheel. No matter whether it's a 996 or 997/987 they're just on the skinny side for me. I've always gone with the "thicker" Tech Art steering wheels which do not require any wheel adapters or the like. They fit perfectly and here's a before and after.

Before:


After


Folks, if you're installing a wheel and need to disconnect the air bag to do so please please remember to disconnect the negative terminal on the battery first. It'll save you from any Airbag lights or worse...

On to the body, and a little plastic surgery for today as the tech art lip went on and we also blacked out the light surrounds. You can see what it looks like compared to a stock Cayman S. It's subtle but we decided not to go for the full tech art kit (we've got enough big-winged cars lol).





For braking we installed the Brembo F50 brake kit for the fronts (there isn't really anything out for the rears but it's not really needed anyway). We're going to be testing these out at Thunderhill and Reno Fernely shortly. We had these on our 996 track car as have the more track-orientated 996 customers. There's a good amount of pad choices for these. These aren't really a street (or bling) kit and as you can see it uses two-piece light weight slotted rotors (for better cooling properties). The four piston calipers are from the F40/50 and also weigh less than stock so a bit of weight savings here...
[IMG]hhttp://www.sharkwerks.com/forum_photos/project_cayman_september_mods/P1010698.JPG[/IMG]



Back to bling now, we went with the tech art front lip (blacked out the fog lights) and tech art side skirts. As you'd expect from those guys, it just plain fits (no issues).



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