I have heard of these problems for sometime, but have seen it at the local dealer twice in a year. And I forgot about another one at a local shop that it's engine replaced for similar reasons in his boxster. then I have heard of these engines going well over 100k with no problems. To much inconsistency for me. I hope they ironed out these problems for the 09-2010 NA cars. Seems like Porsche did put a lot of engineering into the new engine, and maybe they are just letting it get street tested to iron out any issues that come up prior to introducing it into the racing series.

 

It's the other way around, they race it then it trickles down to the street applications... (most of the time anyway)

 

I know, but I am being hopeful in this case

 

Well Porsche did bring in retired Toyota engineers to help with its production processes but that was during 996 development.

 

I will keep my 996tt forever...............and heavy modded

 

Hi,
So, is the new DFI, 3.8L engine on carrera S, got the same crankshaft and bearings of the DFI turbo engine?
Many Thanks.

 

Now these details I don't you. Whatever I know, I learned from the automotive press releases and such.

Are there many instance where these parts fail? I've driven the new DI S car with PDK and it felt very strong.

 

Doubtful, that they integrated the turbo engines upgrades into the NA cars, when they aren't putting down the extra torque. They never did it in the past, why do it now. But who knows. It is more likely that they integrated the NA car engines internals to the turbo. Hence why everyone is complaining. The new engine weighs considerably less than the older version in the NA cars and less than the GT1 engine. to bad they couldn't add the weight back in an iron case

 

I am 100% sure that porsche manufactured this new motor with very high reliability factors in mind...however this statement is only for stock motors...new 997.2TT is a miracle in automotive engineering...if only it had Mezger engine...
997.2TT engine has a wet sump...so the engine is a little taller than before...And porsche engineers had to raise rear suspension a few mm in order to maximize oil pan clearance from road...

 

No. I have been told by Scargo Racing that most of the parts are different.

If they are not using this motor in the GT3 it isn't as good. Before the main difference was the heads, valve train, same crank except is was forged and oil pump.

 

In their literature it sounds like they wanted the throttle response of the port injected engine. I know until recently there were issue with extremely high revving DI engine but of course now that issue has been solved. I wonder what they gained by going to the A91 from the Metzger motors?

 

About $25K a motor.

 

^^^^^^Bingo!

 

and they increased the sticker on the car. Gotta admit though the pdk does cost more than manual trans.

 

That is my point. 993TT prices skyrocketed after the 996TT came out, even though the motor is the same with water cooled heads. I think the same will happen to 996TT and esp the 997.1TT after the 997.2TT comes out. The production of 993TT were limited as with every other previous Turbo models due to limited split case engine production which had to supply all 993 models at the time. When the 996 NA engine came out, and production of it was outsourced, production capacity of the split case engine was no longer a limitation and Porsche could pump out as many 996TT as the market would absorb. It also allowed them to build more GT3/GT3RS/and GT2 models.