Porsche 997 Turbo Mishap Leads to Radical Rebuild

After the engine completed its 1,000 mile journey, the OP revealed his plans for the rebuild.

“I had an otherwise stock engine in the car, and was using EVOMS Coils, 5 bar FPR, Injector Dynamics ID1300s, Cobb Access port, and E85 tuning. Car ran pretty darn well. I had seen a best of 5.99 60-130 with some issues. I think it probably had 5.30s or so in it, but we’ll never know.

The new setup called for a complete rebuild.

• EvoSpec 3.8L CP Piston and Darton Cylinder kit for 997TT. Forged Piston 9:0.1 Compression, Ductile Iron Wet Sleeves, AP Stainless Ring Package

• EvoSpec H-Beam Connecting Rod Set. Carrillo, Porsche 997TT

• EvoSpec High Flow Cylinder Head. CnC Matched Port. 40MM Intake and 35MM Exhaust valves

• EvoSpec Intake Camshaft set for 997TT. Retains Vario Lift. Upgraded Springs Required

• EvoSpec Exhaust Camshaft set for 997TT.Upgraded Springs Required

• EvoSpec 97TT H-11 12MM Head Stud Kit

• Hellfire Headgaskets, Porsche 997TT 3.8L 12mm Studs

• EvoSpec 3.8L Long Block build procedure. Includes tear down, Inspection, Blueprint, Prep, Balance, Hone and pattern, Ring fit, Clearance Check, Machine for 12MM studs and install Inserts”

As awesome as the build is, the OP wanted to maintain OEM drivability. So that meant no ridiculous noise levels, usable torque, flexible fuel capability, and no surprise explosions. So with the bottom end completed, he set out to do just that.

“If you want to run E85 and make 1200whp+ you have some injector limitations. I’m uninterested in running anything other than Injector Dynamics injectors, and the ID1700 maxes out around that power level on E85. The factory intake manifold is also plastic, which eventually will have a failure at higher boost levels. Even a factory GT3 intake manifold can have issues, as a local Texan literally had his explode Fast & Furious style (Warning: Danger to Manifold) and almost caused him to lose the entire car.

Most everyone does a hybrid GT3/custom manifold, but I took it an extra step further and utilized the ESMotor billet CNC center plenum, and GT3RS 4.0 end tanks. These were combined with ISC Tuning billet CNC lower manifolds that permit dual injectors per cylinder. It also uses a single fuel rail per side, which is a big deal in terms of packaging and serviceability.”

 

Brett Foote

Brett Foote has been covering the automotive industry for over five years and is a longtime contributor to Internet Brands’ Auto Group sites, including Chevrolet Forum, Rennlist, and Ford Truck Enthusiasts, among other popular sites.
Foote has been an automotive enthusiast since the day he came into this world and rode home from the hospital in a first-gen Mustang, and he's been wrenching on them nearly as long.

In addition to his expertise writing about cars, trucks, motorcycles and every other type of automobile, Foote had spent several years running parts for local dealerships.

You can follow along with his builds and various automotive shenanigans on Instagram: @bfoote.