Day in a life of a 996TT motor build
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Joined: Jul 2003
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Ok, time for more pics…
We talked about the pressing in and out of the liners. Below is a picture of the procedure for pressing it out. I use a hydraulic press to do this. Notice part of the Porsche tool in the liner.
The next picture show the liners on the outer cylinders and the factory spacer tool behind the cylinder block.
This is a picture of one of the two circlip tools you will need. There is an art to using these and making them help rather than hurt. Install it wrong and the circlip will pop off and roll into the newly sealed case. You guess it, hope you are good at fishing.
Next is the picture of the piston being compressed in the ring and supported by the Porsche OEM tool.
There are other ways to do this procedure, but to be honest the OEM tool keeps it simple. You will not loose time by continuously slipping past the rings.
One of the interesting things about the 996TT pistons that is unlike any Porsche piston from the past is the second ring land. The groove has a dowel as seen in the picture that prevents the ring from spinning in the cylinder. When reringing the piston I highly recommend you place the oil scraper ring away from the bottom of the cylinder. This will prevent unnecessary smoking from time to time.
Once the cylinder assembly is installed on the spacers you will need one of these. Once again this is about an 800.00 tool.
Here is the tool installed and live at work.
This picture shows the headgasket. When installing notice the orientation. There is a face of the gasket. The gasket is a three part gasket riveted together. There is only one way to install this.
Here are the heads back on the motor and torques to spec.
One nice upgrade is the use of the older style chain housing gaskets. The 993 style has about a .5mm more rubber on it than its newer brother for the 996TT. The gasket on the left is the 993 version, the gasket on the right is the 996TT gasket. They are interchangeable. I also suggest this to the chain tensioner gaskets.
We talked about the pressing in and out of the liners. Below is a picture of the procedure for pressing it out. I use a hydraulic press to do this. Notice part of the Porsche tool in the liner.
The next picture show the liners on the outer cylinders and the factory spacer tool behind the cylinder block.
This is a picture of one of the two circlip tools you will need. There is an art to using these and making them help rather than hurt. Install it wrong and the circlip will pop off and roll into the newly sealed case. You guess it, hope you are good at fishing.
Next is the picture of the piston being compressed in the ring and supported by the Porsche OEM tool.
There are other ways to do this procedure, but to be honest the OEM tool keeps it simple. You will not loose time by continuously slipping past the rings.
One of the interesting things about the 996TT pistons that is unlike any Porsche piston from the past is the second ring land. The groove has a dowel as seen in the picture that prevents the ring from spinning in the cylinder. When reringing the piston I highly recommend you place the oil scraper ring away from the bottom of the cylinder. This will prevent unnecessary smoking from time to time.
Once the cylinder assembly is installed on the spacers you will need one of these. Once again this is about an 800.00 tool.
Here is the tool installed and live at work.
This picture shows the headgasket. When installing notice the orientation. There is a face of the gasket. The gasket is a three part gasket riveted together. There is only one way to install this.
Here are the heads back on the motor and torques to spec.
One nice upgrade is the use of the older style chain housing gaskets. The 993 style has about a .5mm more rubber on it than its newer brother for the 996TT. The gasket on the left is the 993 version, the gasket on the right is the 996TT gasket. They are interchangeable. I also suggest this to the chain tensioner gaskets.
Opps I forgot a picture.
GO 6SPEED!
Joined: Dec 2003
Posts: 5,836
From: Cambridge, MA
Rep Power: 256
Awesome writeup and photos! Yes I agree that this is the best thread ever made in 6speed.
You have convinced everyone of us about your skill and knowledge about Porsche. You da man and next time I afford a new Porsche, I will pass it to you!
You have convinced everyone of us about your skill and knowledge about Porsche. You da man and next time I afford a new Porsche, I will pass it to you!
Registered User
Joined: Aug 2003
Posts: 910
From: TX, USA
Rep Power: 59
Those Carillo's are beautiful. Was the crank end play out of spec? I wonder if the heavy clutch and power clutch assist might be causing the thrust bearing wear?
Last edited by ebaker; Oct 7, 2004 at 03:34 PM.