Is the the engine found in the 2010 model year very different from last years model

 

You obviously have not been paying attention.

 

Ok, now for some productive answers as opposed to his.

Yes its different, 3.8L not 3.6L.

Integrated wet sump not drysump.

Direct Injection not conventional.

 

It's a Turbo charged version of the n/a 997 engine. No relationship what so ever to prior split case 997TT engine. The split case engine will only be in the 997GT2/GT3. Only time will tell if the "new" 2010 engine will as reliable as the split case motor.

 

Found this technical explanation of some of the changes (sounds cost down to me)

Rather than using cylinder blocks separate from the crankcase halves, the Turbo now uses an integrated casting on each side, reducing the parts count and cutting weight. The elaborate dry-sump-lubrication system, with its external tank, has also been changed to the standard 911 design with an integrated oil reservoir at the bottom of the engine, though separated from the crankcase. However, in the Turbo’s case, six—rather than four—oil-scavenge pumps are used to return oil to this reservoir because the two turbochargers each require a dedicated oil return. Rather than the Nikasil hard-surface coating used on the cylinder walls of previous Turbos, this one relies on the hard surface produced by etching the Alusil block casting. Though Porsche engineers cringe when we say it, this is the metallurgy that debuted on the Chevrolet Vega about forty years ago and has since been perfected on many German engines. The new engine also goes up in displacement from 3600 to 3800cc due to increases in the bore and the stroke dimensions, which are identical to those of the current Carrera S engine and fractionally less oversquare than the dimensions in the 3797cc GT3 engine.
The engine also gets direct fuel injection, as did the Carrera and Carrera S powerplants last year. This is particularly beneficial to a turbocharged engine, as the cooling effect of the fuel vaporizing in the combustion chamber allows an increased compression ratio—which has risen from 9.0 to 9.8:1. Slightly larger intake valves help with filling the cylinders, as does an intake manifold adapted from the GT2, which employs expansion chambers in the intake runners to further cool the incoming charge. Slightly larger compressor wheels for the variable-geometry turbochargers, more-efficient intercoolers, and a refined exhaust system also improve airflow through the engine.
As a result, the new engine is about 22 pounds lighter than the previous one—quite an achievement since the direct-fuel-injection system adds about 18 pounds due to heavier components mandated by its much higher operating pressure. Peak horsepower has increased from 480 to 500 while torque is up from 457 to 479 lb-ft, despite a drop in maximum boost pressure from 14.5 to 11.6 psi. And with the optional Sport Chrono Turbo package, an overboost function raises peak torque to 516 lb-ft for up to ten seconds. EPA fuel-economy figures are unavailable, but Porsche claims that the engine changes have reduced fuel consumption on the European tests by 10 percent.

 

what was the history on the current motor in gen 1 turbo and how old is it and was it much changed from the 996 motor

 

997.1 GT1 engine was derived from motorsport; one earlier thread stated that GT1 engine cost about $40K to make! 2010 engine cost alot less but price went up? GO FIGURE must be a VW thing

 

thank you for the information i feel lucky to have the older block design

 

thank you

 

No way a 997.1 or even 996 TT engine cost 40k to make. Not even close. The difference in price for manufacturing the new motor can be attributed to the new AWD system, and PDK. Judging by the reviews, the car will be as worthy of the MSRP as it's ever been.

 

The direct injection at 2000+ PSI operating pressure isn't cheap either. They certainly shifted "some" cost from the engine to other areas, but on the other hand if they hadn't, everyone would have complained about a major increase in the MSRP. If I had to chose (for the way I use my 996tt), between my dry sump vs. PDF, I would make the switch.

 

What is the cost on a dry sump crate motor? I suspect it is substantially more than this wet sump version. I know for a fact that a n/a 3.4 996 motor runs $8200.
Update, the 997TT crate motor runs about $24K, 996TT $27-31K. The 997 DFI is about $12K, no info on the DFI TT yet, although a similarly equipped Cayenne TT DFI motor is also $12K. Note prices are PCA member and do not include core charge.