Stage I

"Bolt-On" upgrades including software programming, intake, and exhaust system modifications designed for do-it-yourselfer with guidance provided through detailed instructional video guides compiled by Raby Productions. Stage I components are available for any stock 2.5 or 2.7 liter Boxster at the present.

At this point, two routes are possible - normally aspirated, or turbo.

Normally Aspirated Stages

Stage II

Displacement increases

LN Engineering Nickies cylinders. At this point, displacement is key to increasing useable power and flattening the torque curve for increased drivability and overall performance. With LN Engineering's proprietary aluminum alloy, which is up to 66% stronger and has twice the cooling capacity, larger bores can be done safely while improving longevity and reliability. Nikasil plating, as used in the 911 Turbo, GT2, and GT3, provides additional horsepower from reduced friction and improved wear characteristics over that of stock cylinder alloys. R&R billet connecting rods are optional, but highly recommended.

The current bore increases available for the 2.5 and 2.7 Boxster engines are outlined below:

2.5

The stock bore size of the 2.5 liter engine is 85.5mm, making for a stock displacement of 2,480cc. With our Stage II bore size increase of 89mm applied to this engine the engine grows to 2,687cc for an 8.35% increase in engine displacement. Note that this is the stock size of the factory 2.7 engine, but thats shear coincidence as the two engines do not share the same stroke size!

2.7

The stock bore size of the 2.7 liter engine is 85.5mm, making for a stock displacement of 2,687cc coupled to it's 78mm stroke. With our Stage II bore size increase of 89mm applied to the 2.7 engine the engine grows to 2,911cc for an 8.35% increase in engine displacement.

Keep in mind that the LN Engineering Nickies cylinders reduce friction and offer their own power increases, even if the displacement remained stock.

Since we are coupling the LN Engineering cylinders to proprietary JE pistons an increase of compression ratio is simple, typically CR of the 2.5 liter Boxsterthe stock engine is 11:1, we can easily upgrade the pistons to match the current "S spec" 997 engine at 11.8:1 for notable increases in performance and efficiency. These changes can be applied to street engines without the need for race fuels or supplements. Higher compression ratios are available for competition engines, when necessary.

Stage III

Camshaft upgrades

Now that you have more displacement, you can effectively run more camshaft lift and duration, to increase overall torque and peak horsepower. This is not a must, simply because the stock cam and heads are more than enough for the added displacement, but applying modifications globally to an engine have proven to be most successful for us.

We have developed several camshaft profiles for the 2.5 and 2.7 engines and are currently working on similar variants for the 3.2 and 3.4 996 engines. These vary from very mild cams that retain drive-ability and simplicity while retaining hydraulic lifters, all the way to full race arrangements that shed the vario cam and hydraulic lifters for solid buckets that require manual adjustments.

Stage IV

Cylinder Head Upgrades

Head upgrades increase the engine's ability to breathe, thus increasing RPM range and performance capabilities. We have already proven that the stock 2.5 Boxster head has incredible flow right out of the box for it's bore size and engine size and that it's design won't allow any larger valves to be easily fitted. This stock head when coupled to our competition valve job, custom lightweight valves, improved spring pack and only polished ports reshaped only for port balance is capable of well over 260HP. Due to this our performance engines based from the 2.5 liter engine, taken to 2.7 liters will have only detail work done to them with no gross removal of port material. The stock heads are what give the 2.5 Boxster engine it's sluggish performace below 4,000 RPM in stock form, but they are exactly what we need for a well tuned 2.7 liter Performance engine! When added displacement is coupled to these heads the entire RPM range benefits from the gains and the car magically becomes much more drive-able in traffic and really has the balls that it should have had from the factory!

The same is applied to the 2.7 liter engine. It's heads are better suited to a 2.9 liter engine, that the stock 2.7. These heads do have some improvement "Real Estate" in them for larger valves, but they are not needed to make our power numbers. We simply add our lightweight valves, a custom spring pack and go from there.

All that said, the Boxster heads are awesome, they are by far the best aspect of the engine, not offering very many modes of failure and not experiencing reliability or longevity issues. This makes it very easy for massive power to be made, but of course we must work to maintain drive-ability....

Custom independant runner throttle bodies to improve top-end performance on serious engines.

Turbo Stages

Stage II

Unlike other companies that will apply boost to a "box stock" engine, we discourage this. Thats simply due to our experience with these engines and the fact that in stock form, they don't hold up very well and under boost trouble is to be expected. The stock compression ratio is too high, the stock cylinders too weak and the stock cast pistons are paper thin, why would anyone ever apply forced induction to an engine with these issues?? We will not! Every boosted engine we produce is upgraded and designed for the elevated cylinder pressures that are produced from forced induction.

If you'd like to "Boost" your Boxster engine we can provide the necessary components as a ready to bolt on kit, but we'll tell you now that you should plan on imminent engine failure and know that the repairs that boost stimulates can be so catastrophic that  nothing can be salvaged.

Now consider that you have an updated Boxster engine, designed with a Boost friendly compression ratio, and.........

At this point, since  the engine is being turboed, thickwall Nickies cylinders significantly thicker than stock cylinders are installed to increase durability and resiliency to increased cylinder pressures and the engine is fitted with dished pistons. Depending on intended boost levels, larger bore sizes can also be done to improve off-boost performance. Engine is then fitted with a non-intercooled single turbo setup intended in allowing 0.5 to 0.75 bar boost. R&R billet connecting rods are optional, but highly recommended. At this level expect 300 HP from a 2.5L Boxster engine.

Stage III

Alcohol/water injection system for the Boxster to improve anti-detonation resistance under extreme conditions, as form factor for the installation of an intercooler is not possible on the Boxster because of packaging. Boost up to 1 bar. For the 911, since packaging is not a problem, an intercooler will allow for increased boost of 1+ bar determined by IC size and efficiency.

At this level 450-500+ HP is a capability of the boost specific 2.9Liter engine that we derive from the 2.7 base engine!

There are currently no plans for a Flat6Innovations SuperCharged engine, or supercharger kit. The intake temperatures of supercharged engines radically decrease the effectiveness of the enhancement, and they have a lot of other issues that we don't intend to exlore- Please don't be fooled into thinking that a supercharger is the best means of modifying your Boxster engine.

Email us at This e-mail address is being protected from spambots. You need JavaScript enabled to view it to schedule an appointment to discuss your plans.

 Shown below is an upgraded 986 or 996 engines fittled with proprietary LN Engineering "Nickies" billet Nikasil-plated aluminum sleeves. Big bores currently available for $3899 including pistons, rings, and pins. Custom R&R Pro Billet Connecting Rods $1500. Heads are resurfaced and receive a valve job done by Hoffman Automotive Machine.