Even the deaf have heard that diseases Porsche Cayenne very expensive to repair, and in general Porsche is only for very rich people. It cannot be said that there is absolutely no truth in these words, but it is not entirely true to say that Cayenne's sores will strip anyone to their underwear. In order to finally understand the issues of reliability and provide the reader with material that could be a starting point in the selection of a Porsche Cayenne, the editors of the Diagnostic Laboratory decided to shed light on all the most expensive Porsche problems Cayenne 955/957/958 all model years.
Important! We would like to draw your attention to the fact that the article presents all the most expensive of possible problems, but the abundance options breakdowns does not mean that they will all happen. On the contrary, with the right choice, operation and maintenance, this car practically does not bother the wallet and nerves. Therefore, treat this article as a reference, not a repair order.
Article navigation:
Porsche problems - why do engine scuffs appear?
“Bastards - how much is in this sound” (c)
For 955 and 957 (restyled), and now for 958 (2010+) Cayennes, engine cylinder scuffs have become a household name. Despite the huge statistics on torn up cars, one hundred percent of the reasons have not been identified so far, and probably never will be. Most accurately, we can say that there are several main causes of seizures:
- Low quality engine oil and late changes. Degradation of oil properties (flash point) leads to increased oil consumption and deposits in the engine with all the ensuing consequences. If your city mileage prevails, then it is worth reducing the mileage interval between oil changes.
- Engine overheating or malfunction temperature regime. The M48 is quite heat loaded by itself, and if we add to this the poor performance of the cooling system due to clogged radiators, there is a big risk of “leaving” thermal gaps to zero and, as a result, scuffing of the cylinder surface.
- Poor quality 98 petrol and/or use of 92-95 petrol which in addition leads to wear fuel injectors direct injection and premature stretching of the timing chains.
- Aggressive driving on a cold engine. You can’t drive on an underheated engine, this is fraught, but cold starts have nothing to do with it.
Facts about badass Porsche Cayenne 955/957
Cylinder wall scuffing only occurs on M48 eight-cylinder petrol engines for the Porsche Cayenne S/GTS or Turbo 955 (2002-2007), 957 (2007-2010), 958 (2010-2014) and 958.2 (2014-2018) on motor series: M48.00, M48.02, M48.50, M48.52, M48.01, M48.51 and others).
For simplicity, in the future, all Porsche Cayenne produced before 2010 will be called the first generation or E1, and the second generation produced since 10 - E2 (958). You can read about E2 problems in this article.
The six-cylinder naturally aspirated (atmospheric) engines M55.01 / M55.02 (3.6) and M02.2Y (3.2) do not suffer from scuffing, as does the M05.9D diesel six (Porsche Cayenne Diesel). This is a very important remark, because many are confused in abundance different modifications engines. We emphasize once again that on the Cayenne 2002-2014 atmospheric engines of 3.6 liters do not lift up and the cast-iron block, but the turbocharged 3.6 (2014+), which is also installed on the Porsche Panamera and Macan, is essentially the same M48 with two cylinders sawn off and has absolutely the same same chances of being bullied
How to identify bullies?
There are only two ways and only one of them gives a 100% guarantee.
- Identify bullying by ear. This is possible when several cylinders are lifted up or the seizures are deep enough. In the early stages, bullying cannot be identified by ear.
- . We throw off the coils, candles, remove the fuse on fuel pumps and inspect the walls of the cylinders with a video probe.
- By the way, sleeved engines should also be examined with an endoscope, because they can only be sleeved on paper or sleeved poorly. In cases of low-quality sleeves (most often incorrect thermal clearances), the sleeves lose their hone in a short time or have damage on the surface.
Prolonged driving or excessively aggressive driving on upturned cylinders leads to piston scuffing. Each new original piston costs from 40-50 thousand rubles. Be careful!
Important! The problem with most services this case- the use of cheap endoscopes with a low-quality camera and without a swivel joint. In addition, for endoscopy, it is necessary to move the piston as far as possible, and many service workers are too lazy to do this. In addition, the cylinder must be inspected 360 degrees, and in general, if you personally do not stand and watch the procedure, there is a high probability that only half will be looked at, i.e. 180 degrees or not all cylinders.
Important! Seizures appear on all V8 engines without exception, including naturally aspirated and turbocharged ones. Turbo engines M48.51 lifts up on average later, because. on the latest modifications, additional oil nozzles are installed.
In fact, the problem of bullying is somewhat exaggerated. It is absolutely not necessary that your engine will stall and the difficulty lies in controlling the factors influencing this. If you buy a car with a whole cylinder cover (small scratches are allowed), you can drive 100-150 thousand km and the engine will not pick up. We know instances of Turbo and even Turbo S with runs under 300 thousand and a native block. However, if the scuffs have already appeared, a sleeve or replacement of the block shorts is necessary.
The Porsche Cayenne engine sleeve at the time of September 2017 costs about 300-400 thousand (with the replacement of timing chains and other oil scraper small things). Buying a “contract” engine for a Porsche Cayenne is a waste of money. almost all second-hand engines sold at disassembly are already seriously bullied. Replacing a short block costs fabulous money, up to 1 million rubles, and it is mainly produced by Porsche OD under the terms of the Porsche extended warranty (GoodWill).
The Most Costly Porsche Cayenne Problems
Many potential buyers of the Porsche Cayenne 4.8, having read horror stories about bullies, often forget about other problems, which, of course, are much cheaper than the sleeve, but are also worthy of attention to check before buying.
Problems Cayenne 9PA 955/957 2002-2010
- Leaks in plastic cooling pipes in the collapse of the cylinder block V8 engines. The problem is hackneyed, like old Soviet jokes. At one point, you may find a puddle of antifreeze under the car in the hood area. It is necessary to replace the bursting plastic tubes with revision aluminum ones, and the problem is solved once and for all. A set of tubes costs about 30-40 thousand rubles + replacement work with the analysis of the internal combustion engine. The problem is relevant only for the 955 body.
- Engine overheating, including due to untimely burst cooling tubes. To diagnose overheating, it is necessary to inspect the camshaft beds for soot or scratches with a video endoscope. Usually done at the same time as an endoscopy of the cylinders.
- Maslozhor. The true extent of the problem of oil consumption can be established by endoscopy or autopsy. It is difficult to talk about any oil consumption standards for cars that are 7-10 or more years old. A consumption of 1-2 liters of oil per 10 thousand kilometers is considered the norm for aggressive driving. Consumption of 1 liter per 500 or 1000 kilometers can be considered a problem and a reason to think about selling or repairing an engine.
- Turbine wear on Cayenne Turbo(M48.50/M48.51/M48.52). A standard problem for any turbo engine. There are two turbines on the M48 engine, respectively, one or two at once may have malfunctions. There are two main criteria for the health of turbines, these are intake leaks and boost efficiency. And if everything is extremely clear from oil fogging inside and outside the nozzles, then determining the efficiency of turbines is a complex complex process. The first step is to check the maximum pressure during acceleration. To do this, you can use a regular barometer on the dashboard, or diagnostic equipment, such as PIWIS or Launch latest versions. In addition to the maximum power, it is necessary to check the connection speed of the turbines in a test drive.
- Steering system malfunctions and active PDCC stabilizer(also known as body roll control). In addition to the standard possible problems with the steering rack, leaks and knocks of the active stabilizer are possible. First of all, you need to check the level hydraulic fluid"Pentozin" in the expansion tank. With a low level or old fluid, wear of the active elements of the stabilizer, as well as the Power Steering Tandem Pump, is possible. In addition, pipes may leak high pressure ventilated valve front and rear, and no errors will appear until the stabilizer is “dry”. In this case, you can throw it away and buy a new one.
- Important! Cayennes have a liquid level sensor only for antifreeze and oil, and the liquid level in the PDCC is not controlled by sensors, therefore, in order to avoid ridiculous death expensive mechanism it is necessary to check the contents of the tank at least once a month.
- Power steering tandem pump installed on cars with PDCC system. This option is always available on Porsche Cayenne GTS vehicles, and is an option on Turbo and S. Occasionally seen on 3.6 petrol or diesel, but generally extremely rare. A tandem pump that has been running on old hydraulic fluid for a long time begins to wear out and make noise when the steering wheel is turned or the stabilizer is operated, in addition, “heavy steering wheel” may be a symptom, which actually means the death of the unit. A new pump costs about 70-80 thousand rubles. Very few organizations are engaged in the restoration of Porsche tandem pumps, so it is better not to take risks and not bring the unit to failure.
- Air suspension sores Porsche Cayenne. This is not the most costly item of expenditure, because. usually all pneuma problems on the vag group come down to sour fittings of the rear air springs. The need to replace the air circuit compressor is extremely rare and not particularly common on the 9PA platform. On the Porsche Cayenne 9PA 955/957, the pneumatic circuit is not closed and air is taken from the street as needed, so it is necessary to service the dryer, change the filter and the power relay, at least once a year.
- Fuel pumps and injection pumps. Does the car accelerate poorly or accelerates jerkily? Yes, it's time for you to cut the carpet under the rear seat and change the pumps! What, already cut? So they also lied about the mileage when buying! Down with the lyrics, weak acceleration or sticking speed during acceleration almost always means dead pumps in the fuel tank (there are 2 of them), and jerks during acceleration indicate wear on the injection pump. Both problems require only replacement, and the cost of both pumps and high-pressure fuel pumps is not very budgetary. The original Porsche pump is sold at retail, around 40 thousand rubles, the VAG replacement is not much cheaper and only the VDO replacement is half the price of the original. Interestingly, VDO is actually the original. Pumps should be changed in pairs, along with seals and valves. The cost of replacing the injection pump is 60-80 thousand rubles.
- fuel injectors direct injection. Unlike diesel engines, injectors on gasoline engines rarely experience serious wear before reaching high mileage. Premature wear of injectors and injection pumps on gasoline V8s is associated with driving on empty tank and subsequent ingress of debris from the tank into the fuel system. Highly not recommended!
- All Porsche Cayenne steal headlights. The headlights are removed elementarily and very quickly, so it is necessary to install special additional mounts. There are a lot of companies offering headlight mounting services, as well as various mounting methods. First of all, it is worth understanding the proposed mechanisms, and only then choose companies according to the cost of services.
It should be noted that most of the checks need to be done on the move, and classic lifts to check the Porsche Cayenne Turbo before purchase are needed in last turn.
Problems Porsche Cayenne E2 958 (92A) 2010+
First, about diesel versions 3.0 V6 245 forces and 4.2 (4.1) V8 382/385 forces
- The most common problem with 958 cayennes under 15 is weak chain of the transfer case and wear of the clutch clutches. The razdatki disease manifests itself as jerky acceleration, or just jerks in the absence of gear changes. The problem manifests itself in 3-4 gears and a low speed of 30-50 km / h. The solution to the problem is a replacement assembly or repair. For prevention, we recommend changing the oil in the razdatka every 40-50 thousand to prolong its life. Repair of handouts in companies such as Porsche-Family will cost 35-40 thousand and one day.
- soot DPF filter Porsche Cayenne diesel 4.2 liter (actually 4.1) V8 MCU.DB/MCU.DC and 3.0 liter V6 MCR.RA. With regular trips on the highway does not cause problems at all. If your mileage is exclusively urban, then the sazhevik very often clogs up on ridiculous runs, while the “check” is on and there is almost no traction. The problem is fixed either by replacing the particulate filter (one on the V6 and two on the V8) or by cutting out and flashing the engine ECU to work without soot. The procedure is elementary, in Moscow there are a lot of companies capable of doing this work. Usually, the EGR valve is turned off for the company, which is usually clogged with soot by the time the diesel particulate filter fails. We strongly do not recommend knocking out catalysts, because. stink will be hellish.
- Fuel injector wear diesel internal combustion engines. The VAG group of diesel engines does not differ in the capriciousness of fuel equipment, unlike Mercedes, but despite this, the injectors periodically wear out from low-quality diesel fuel, which leads to the destruction of the nozzle and valve. Injectors begin to overflow, fuel consumption increases, the exhaust becomes smelly and smoky. In the extreme degree of wear, water hammer can occur when starting a cold internal combustion engine. Injector overflow problems are easily diagnosed with a 100% guarantee.
- injection pump for diesel engines. Problems with metal chips due to high pressure pump wear have been resolved Volkswagen Group back in 2009, and does not occur on 958 cayennes. In general, it makes sense to say that diesel Porsche Cayenne are the most reliable, so their cost is secondary market exceeds petrol versions.
- Problems with turbines in a Porsche Cayenne with a diesel engine are not very frequent and its resource during normal civilian operation is more than 200 thousand, however, if the car is chipped (increase in boost pressure) and the owner likes to light it up, the turbine resource is greatly reduced. When diagnosing a car, it is necessary to evaluate the maximum boost created at the peak of the turbine power, the time it is connected, and also inspect the intake pipes and the cold / hot part housing for leaks. Weak fogging is allowed, but leaks are a symptom of severe wear. Avoid washed-up engines.
On 4.1 liter V8 diesel engines, it is worth checking the operation of the turbines especially carefully, because. their overall effect of work allows you to hide the lack of boost, especially for a person who has never driven a serviceable car with such an engine.
- Antifreeze leak in the collapse of the Porsche CASC / CRCA 3.0 diesel engine block. A favorite problem of the officials, which they try to find on all cars that fall into trade-in to reduce the cost of redemption. Symptoms of this problem are low levels of antifreeze and an unidentified leak on the sides of the engine. Outbid dealers often mask such leaks by spilling oil on top of the engine and, in the future, talk about crooked locksmiths who “just were given the task to change the oil, but they spilled it too.”
- Pneuma 958 Porsche Cayenne (2010+) pseudo closed and the dealer pumps nitrogen into it. Despite this, she did not become supernaturally more reliable because of this. 78% nitrogen in the air, and when the pressure in the receiver drops, the compressor will pump air from the outside. Nevertheless, pneuma is very strong and buying a car without it is pretty stupid. Those problems that she has can be read, they practically have not changed.
- Diesel timing chain resource CASC and CRCA 3.0 liters most often exceed 200 thousand kilometers. These engines do not have any problems with chain jumping or wear of the camshaft couplings like other VAG engines of the group. Early chain replacements are usually indicative of extremely aggressive driving and engine tuning. Sometimes it's just a scam of service organizations. We have never encountered chain ringing (insufficient tensioner output) on post-2010 diesel cayennes.
- Pan and timing cover leaks on 3.0 engines. A very common problem on 3 liter diesel engines of the entire platform family (audi / vw / porsche). The leak of the timing cover, which everyone suggests re-sealing, is not a critical drawback until there is a strong leak. Almost all 3.0 diesel engines after 150 thousand km. have these leaks in one form or another, but we know only a few cases of severe oil leakage, and again they are associated with aggressive driving and chipping.
An engine sump leak is much less common and resealing in this case is quite budgetary. Correlation with aggressive driving in the case of this problem is almost complete. - Oil seal leaks junction of automatic transmission and engine. To fix, you need to remove the gearbox. The problem itself is not worth a damn and is present on almost all diesel Porsches. It is worth changing the stuffing box only with a strong leak, because. the new one will start to sweat in a couple of weeks.
Porsche Cayenne 958 problems with petrol V8 engines
As well as units related to gasoline engines
PTV+ Porsche Torque Vectoring. A funny system that allows, coupled with PDCC, to fly into corners at crazy speeds and not roll over. In fact, it is an active rear differential. Until the year 12, some of the differentials turned out to be defective (until 2012) and during long turns (for example, on the studs of interchanges) at a speed of about 50 km / h, the car begins to twitch longitudinally as if the transmission torque converter was faulty. But the problem is certainly not in the box.
Repairing a PTV + differential for your money will be very painful. Some cars fall under the recall campaign, and some do not, there have already been precedents. Be sure to check the car before buying. Some versions of diesel cayennes may have this option.
PDCC - roll suppression system or active stabilizers. Two stabilizers, one on each axle, allow you to screw into corners or turn a 2.5-ton Cayenne into a sedan. Without this system, the charm of 4.8 engines is quite difficult to feel. At stabilizers, the vented valve and nozzles from the tandem pump begin to flow over time. Usually only the front stabilizer has leaks, the rear one rarely has problems. We can say that PDCC is a practically indestructible system, and if it is maintained, there is practically no chance of breaking it.
Important! The PDCC can make strange rattling noises on bumps, most of the time there is no way to fix this. But you can try. The system is filled with Pentosine fluid, and despite the fact that in cars with PDCC, steering also refueled with pentosine, their contours are not reported. The tandem pump also does not create communication between the two circuits. Not available on diesel versions.
Transfer case Porsche Cayenne- as well as with the diesel version, the problem is relevant on all gasoline versions. The razdatka can break both at 40 thousand km and at 150 - there is no dependence on mileage, there is a dependence on driving style and lack of oil change. One way or another, it will have to be repaired or changed, the cost of repairs in Moscow at the time of 2019 is 35 thousand. Transfer case wear symptoms are impacts / shocks in the transmission at low speed (30-50 km / h). The root of evil is a stretching thin chain and worn clutch clutches.
Important! It is possible to detect the wear of the transfer case only in a test drive under certain conditions or by completely disassembling it. No computer diagnostics or lifts will give anything.
Turbines the version with a 4.8 engine (Cayenne Turbo), as well as with a 3.6 engine (Cayenne S 2014+) are not prone to frequent breakdowns. Most often, their resource is 150-200 thousand km, subject to timely engine maintenance and a normal attitude of the owner to the equipment. In the case of an increase in boost, the resource is greatly reduced. Turbine diagnostics should begin with determining their maximum pressure under load and only end with an inspection of the nozzles for leaks. It is impossible to fully check the turbines permanently without a complete analysis.
Turbo engines are not “more fragile” and not “more expensive to maintain”, they even lift up later than atmospheric ones due to some design reasons.
Until 2012, all engines of the M48 series (4.8 l) could potentially have camshaft clutch problems. Symptoms are unstable engine operation, vibration on idling and strongly floating speeds. In addition, with significant wear, a short-term dull noise may occur when starting a cold engine. However, in the early stages, it is almost impossible for non-professionals to identify symptoms.
Important! We have repeatedly faced the verdict to replace the camshaft couplings for no apparent reason. Almost all cases were related to the official policy of “strongly recommending” the replacement of clutches based on the results of computer diagnostics. In fact, such recommendations are of a carpet nature, i.e. the logic of the officials is simple - "we know that before 2012 there is such a problem, so we will not understand anything, we just recommend that everyone change them indiscriminately." In addition, a couple of cases are known when a replacement was recommended for a car on which the clutches had already been replaced, again according to the results of computer diagnostics. None computer diagnostics cannot show anything in this respect.
pallet leaks engine or automatic transmission are not a regular event. The presence of a leak in the engine sump in almost 99% of cases means super aggressive use or a consequence of overheating.
Timing chain resource gasoline Porsche Cayenne is mistakenly considered low. In fact, compared with similar motors classmates N63 from BMW and M278 from Mercedes, the resource is much higher. Of course, stretching the chains ahead of the norm can be very easy - just fill in 95 / 92 gasoline and press the gas pedal without ceasing. Under normal conditions, the timing chains are changed closer to 200 thousand kilometers of actual mileage. The early need to replace chains is often associated not even with wear, but with twisted mileage. Check the whole car, not just the suspension on the lift!
Badass Porsche Cayenne 3.6 2014+ - New engine, old problems 958
Since 2014, the Porsche Cayenne E2 has been restyled and new engines have come with it. Now S and GTS versions were no longer equipped with the old 4.8 V8 aspirated. It was replaced by 3.6-liter petrol V6 biturbos (MCX.ZA and MCU.RA).
This new engine with a volume of 3.6 gave rise to a large number of embarrassment of buyers who naively believe that this is the same old Tuareg VR 3.6 engine, but this is not it. The embarrassment began after the installation of an atmospheric version of this engine on the Porsche Panamera, where it had a power of 300 horsepower, i.e. exactly the same as the forced VR6 on the 958 Cayenne. In fact, the new 3.6 is a lighter version of the M48 (4.8), which removed two cylinders, changed the intake and partly the timing mechanism.
It must be understood that car manufacturers very rarely bother to make completely new engines, most often “new” ones are made from something painfully familiar, as in the case of the new 3.6. In our situation, this means that the new motor is prone to cylinder scuffing, because. completely inherited internal organization and cylinder coating.
The new MCU and MCX motors have a nickel finish and an aluminum cylinder block, while the earlier 3.6 naturally aspirated VR6 engines, with which they are so often confused, had cast iron block, which did not bully even at very high runs. Do an endoscopy of the cylinders so as not to exercise expensive repairs It's much easier to maintain a well-maintained car than to fix it.
By the way! The same 3.6 engine was installed on the Porsche Macan Turbo and has all the same problems, but the new generation 3.0 turbo engine (Porsche Cayenne 959) has nothing to do with this 3.6. The 3.0 in the Cayenne 959 (E3) range and in the Porsche Macan/Panamera range is nothing more than a third-generation Audi 3.0 TFSI engine. The cylinder block has liners and there should not be any scuffs, theoretically.
Porsche Cayenne, how to check before buying and is it worth looking for yourself?
Obviously, Porsche Cayenne diagnostics need to be a little more advanced than the standard suspension checks on a lift. We will give you some tips on how to properly check your Porsche before buying.
Which Porsche Cayenne to choose?
- If appearance and prestige are important to you, while acceleration and handling characteristics are not important, it is better to choose a diesel Porsche. A 300 hp V6 petrol version is also fine, but diesel and V6 petrol versions tend to be poorer.
- If you are a fan of the sound of eight-cylinder engines or a fan of tuning exhaust systems, then you should pay attention to Cayennes with exhaust volume control. This option is quite rare, but it is most often found on the Cayenne GTS and occasionally on the S or Turbo. (On the GTS type 957 there is always an exhaust adjustment)
- If you want the ultimate in light handling, the Cayenne GTS version is worth looking into. Standard air suspension levels on this model are lower than other versions. The car is equipped with another transfer case and rear differential. In addition, the GTS is always equipped with an active PDCC stabilizer.
- Don't Give Up on Pneuma. Pneuma, especially after 2010, when it became closed loop, extremely reliable unit on VAG vehicles. In addition to the variable clearance, which allows you to lower the car at speed, pneuma can significantly reduce the roll of the car. Vehicles with air suspension are also equipped with the PASM damping system, which is a much needed option for such a versatile vehicle. A separate option since 2010, until 2010 was always supplied with air suspension.
- For fans of speed and frenzied acceleration (for such a mass of civilian cars), there are versions of the Cayenne Turbo and Turbo S. The difference in fuel and maintenance costs with a regular Cayenne S or GTS is negligible.
- Porsche Cayenne Turbo S. The most charged version of the cayenne you can buy. Almost always comes with the maximum number of options that could be installed. However this modification model has a very serious catch for used car buyers. Many units from Turbo S do not fit from other models, in addition, there is a difference in components. For example, brake discs on the Cayenne 957 Turbo cost about 10-12 thousand for the original disc and from 2500 for the non-original disc. For the Turbo S version, one front brake disc costs about 40-50 thousand rubles and there are no substitutes at all. This trend does not end with consumables, so be careful when choosing a car to buy.
Car selection Porsche Cayenne/Panamera/Macan
The company "Laboratory of Diagnostics vd-lab" provides services for the selection of Porsche cars in Moscow and complex diagnostics. The company's specialists are able to perform the full range of checks (including accurately identifying real mileage auto) and provide the most accurate data on the technical condition, in addition, it is not difficult for us to check the Porsche for theft and identify a broken car.
For quality assistance in the selection Porsche cars turnkey requires much more than the standard pre-purchase car inspection skills that most car selection companies in Moscow offer. In addition to the article about Porsche problems, we suggest that you familiarize yourself with several diagnostic results and simply cases related to buying a Porsche in Moscow.
The principle of our diagnostics is to create conditions for the manifestation of wear of specific units, and diagnostics as a whole is aimed at determining the condition of the most expensive car parts for repair, and not silent blocks, light bulbs and cosmetics. We evaluate wear and tear not on the principle of diagnosing an Authorized Dealer, who is more profitable to sentence to replacement at the slightest suspicion. We primarily evaluate wear based on condition and remaining life.
This year marks the 50th anniversary of the Porsche 911 and the six-cylinder boxer engine. The main advantages of the engine are a flat shape, low weight and compactness. The six-cylinder boxer engine features smooth operation. It lacks the so-called free moments and forces. In addition, boxer engines are very well suited to lower the vehicle's center of gravity. Horizontally arranged cylinders also contribute to this. And the lower the center of gravity, the sportier they will be. driving performance car.
One of the most notable features of Porsche's six-cylinder boxer engines has been, and still is, reduced fuel consumption compared to engine power. This excellent performance is based on a general concept taken from motorsport. This concept involves the use of lightweight structures, easy unwinding up to high speed and high power density due to the advanced gas exchange process.
Exactly basic characteristics of these engines led to the decision in favor of a boxer six-cylinder engine when the first 911 appeared. As a result, an air-cooled six-cylinder boxer engine with an axial fan was developed - due to the high speed and to ensure increased smoothness of operation - and camshafts top location. For the displacement of the engine, two liters were initially chosen with the possibility of a subsequent increase to 2.7 liters. At that time, none of the Porsche specialists could even imagine that an engine of this type in its basic form would last until 1998 and that its displacement would increase to 3.8 liters.
History of development
The emblem of the company is a coat of arms that carries the following information: red and black stripes and deer antlers are symbols of the German state of Baden-Württemberg (the capital of Baden-Württemberg is the city of Stuttgart), and the inscription "Porsche" and the prancing stallion in the center of the emblem remind of Stuttgart, which is native to the Stuttgart brand, was founded as a horse farm in 950. This logo first appeared in 1952, when the brand entered the US market, for better recognition. Prior to this, the hoods of the 356 simply had "Porsche" written on them.
1931-1948: from ideas to serial production
By the time the first car was released under his own name, Ferdinand Porsche had accumulated considerable experience.
In 1931 the enterprise Dr. ing. h. c. F. Porsche GmbH, of which he was the founder and leader, had already worked on such projects as the 16-cylinder Auto Union racing car and the Beetle, which became one of the best-selling cars in history.
In 1939, on the eve of World War II, the very first Porsche 64 was developed, in which the features of the future Porsche 356 model were already guessed. To build this instance, Ferdinand Porsche used many components from the famous Beetle.
Ferdinand Porsche Jr. continued his father's work. Having received an education and the first skills of independent work, he moves to Stuttgart to work in a company just created by his father.
During the Second World War, the company was engaged in the production of military products - staff vehicles and amphibians. Porsche also took part in the development of the Tiger tanks.
1948-1965: first steps
Since the end of 1945, when his father was imprisoned in France, Ferdinand Jr. moved the family business to the Austrian city of Gmund, and also independently led production.
Together with Carl Rabe, Ferdinand assembled a prototype of the Porsche 356 and began preparing the model for its mass production. In June 1948 this copy was certified for the road. common use. As well as nine years ago, units from VW Beetle were again used here.
The first production cars had a fundamental difference - the engine was moved for rear axle, which made it possible to reduce the cost of production and free up space for two additional seats in the cabin.
PORSCHE ENGINE DEVICE
ENGINE COMPONENTS
Engine internal combustion is an engine that converts chemical energy into mechanical energy of motion.
The complex interaction of many mechanical components is required to create kinetic energy by burning fuel.
inline engine
The cylinders in an in-line engine are located one behind the other, that is, in a row. This is the most commonly used engine configuration in automobiles.
Advantages:
- simple design
- economical production
- high running smoothness
Flaws:
- takes up more space
- high center of gravity
boxer engine
The cylinders in a boxer engine are opposite each other and slightly offset from each other.
Advantages:
- especially flat and short design
- lowered center of gravity
- high running smoothness
Flaws:
- complex design with a large number of components
V-engine
The cylinders in a V-shaped engine are grouped in two rows located at an angle of 60°-90° to each other. However, the angle can also be 180°. Difference between V-engine with an arrangement of cylinders at an angle of 180 ° and a boxer engine is that in a boxer engine each connecting rod is located on a separate connecting rod journal crankshaft. In a V-shaped engine with an arrangement of cylinders at an angle of 180 °, one connecting rod journal is divided by two connecting rods, respectively.
Advantages:
- shorter overall length
- high running smoothness
- lowered center of gravity
VR engine
Advantages:
- combination of narrow inline engine shape with short V-engine design
Flaws:
- uneven length of intake and exhaust strokes
W engine
In a classic W engine, the three rows are arranged in a "W" shape. The angles between the cylinders are less than 90°.
A special form of the W-shaped engine is the VR V-engine: with this type of engine, four rows of cylinders are arranged in two rows. The arrangement of cylinders in a row coincides with the arrangement of cylinders in the VR engine, and both rows of cylinders are located to each other as in a V-shaped engine.
Advantages:
Porsche-356
The Porsche 356 was first equipped with a modified 4-cylinder air-cooled engine from a Volkswagen car and had an open body. For a better distribution of mass along the axes on the prototype, Ferdinand Porsche installed the power unit within the chassis, but a variant with its rear arrangement went into production, which made it possible to increase the capacity of the passenger compartment. The first series "356" had a coupe body made of aluminum panels and was manufactured in the Austrian town of Gmünde, therefore it is known as the "Porsche-Gmünde". To make a name for the then little-known marque, several 356 series cars were raced and achieved good results. The usual road "Porsche-356" could be purchased for relatively low price, so the demand for a sports car was huge.
To satisfy him, Porsche moved production to Stuttgart, where Porsche-356 began to be produced with cheaper steel bodies. For production cars, a 4-cylinder boxer engine with a displacement of 1131 cm 3, also borrowed from Volkswagen, was used. Later, Porsche reduced the engine size to 1086 cm 3, while changing the shape of the cams camshaft and installing two downdraft carburetors. So the power of the base motor is 25 hp. at 3000 rpm was increased to 40 hp. at 4000 rpm, while the speed of the car increased to 129 km / h. Then the 356 series was equipped with engines with a displacement of 1286; 1488 and 1582 cm 3 up to 115 hp
The first German version of the Porsche 356 was a coupe, later there was a convertible with a soft top or a hard top, as well as a sports Speedster. The latter has become the most interesting and rare model. It was first introduced in 1954, but after 2 years production was curtailed, having sold 4922 copies. "Porsche-356" was also produced in the version of "Carrera" with aluminum body coupe and a boosted engine with a working volume of 1582 cm 3 with two camshafts, which made it possible to reach speeds of up to 200 km / h
| Porsche 356 (1962) | |
|---|---|
| Engine: | opposed 4-cylinder air-cooled overhead valve |
| 82.5×74mm | |
| Working volume: | 1582 cm3 |
| Power: | 75 HP |
| Transmission: | mechanical 4-speed |
| Frame: | load-bearing welded |
| Suspension: | independent torsion bar of all wheels |
| Brakes: | drum all wheels |
| Body: | 2 seater convertible |
| Max Speed: | 175 km/h |
Porsche 914
In the late 1960s, Porsche partnered with Volkswagen to create a cheap version of a sports car. The result was the Porsche 914. It was easy double car with a central engine, first introduced in 1969 on Frankfurt Motor Show. Buyers could choose from two air-cooled boxer engine options: a 4-cylinder Volkswagen or a 6-cylinder Porsche 911. The first version of "914/4" was sold under the brand name "Volkswagen", the second, "914/6" - "Porsche". Although the 914 model was equipped with a fairly advanced 6-cylinder engine, it was not recognized as a “real Porsche”, and few people were delighted with the plain rectangular body. The volume of sales was so insignificant that after 1975 only the Volkswagen variant remained in the program, which was offered with engines with a working volume of 1756 and 1971 cm 3.
| Porsche 914/6 (1975) | |
|---|---|
| Engine: | opposed 6-cylinder air-cooled overhead valve |
| Bore and stroke: | 80 x 66 mm |
| Working volume: | 1991 cm 3 |
| Power: | 110 HP |
| Transmission: | mechanical 5-speed |
| Suspension: | front independent on transverse levers with torsion bars, rear lever-but-spring |
| Brakes: | disk all wheels |
| Body: | 2-door 2-seater convertible |
| Max Speed: | 206 km/h |
Porsche 356 C (1965)
"Porsche-356S" - latest model series "356". Outwardly, it resembles the legendary "bug" of the Volkswagen company, on the basis of which it was built (up to the torsion bar suspension). A 4-cylinder upgraded power unit from Volkswagen is installed in the rear of the body.
| Engine | |
|---|---|
| Location: | rear longitudinal |
| Design: | opposed 4-cylinder air-cooled, aluminum alloy cylinder block and cylinder head |
| Bore and stroke: | 1582 cm3 |
| Working volume: | 82.5×74mm |
| Compression ratio: | 8,5 |
| Gas distribution system: | central camshaft with pushrods and rocker arms |
| Supply system: | two carburetors "Zenith-32DIX" (Zenith) |
| Ignition system: | battery |
| Power: | 75 HP at 5200 rpm |
| 117.7 Nm at 4200 rpm | |
| Transmission | |
| Clutch: | single disc dry |
| Transmission: | mechanical 4-speed, gear ratios: 1.765; 1.130; 0.815 |
| Main gear: | bevel with spiral teeth, gear ratio - 4.428 |
| Suspension | |
| Front: | independent torsion bar with stabilizers and telescopic shock absorbers |
| Back: | split axle on trailing arms with torsion bars and telescopic shock absorbers (on request - on a transverse spring) |
| Steering: | screw and roller |
| Brakes: | disk all wheels |
| Wheels and tires | |
| Wheels: | stamped size 5.60×15 |
| Tires: | diagonal size 165×15 |
| Body: | all-metal carrier compartment |
| Dimensions and weight | |
| Length: | 4011 mm |
| Width: | 1671 mm |
| Base: | 2101 mm |
| Track: | front and rear 1305/1273 mm |
| Weight: | 925 kg |
| Max Speed: | 172 km/h |
| Acceleration time from standstill to 100 km/h: | 13.6 s |
| Average fuel consumption: | 9 l/100 km |
Porsche 911 Turbo
At the 1974 Paris Salon, Porsche showed sport car which overshadowed all other exhibits. It was a Porsche 911 Turbo with a 2.6-liter engine with a capacity of 260 hp, equipped with a turbocharger. It accelerated from standstill to 100 km / h in less than 5.5 seconds, which was very a good indicator even for sports cars. The body was distinguished by characteristic wide rear fenders and massive spoilers. Over the next years, the Porsche 911 Turbo was repeatedly upgraded, and the engine power gradually increased. The next generation car was equipped with a 3-liter engine, and since 1984 the working volume has increased to 3.3 liters. At the same time, the power increased from 270 to 300 hp, and in 1991 to 320 hp. Since 1992, the new "Turbo-3.6" was powered by a 360 hp engine, which since 1996 has increased to 408 hp. Since 1997, the Porsche 911 Turbo-S engine has been developing 450 hp. The car reaches a top speed of 300 km/h.
| Porsche 911 Turbo 3.3 (1984) | |
|---|---|
| Engine: | boxer 6-cylinder turbocharged |
| Bore and stroke: | 97 x 74.4mm |
| Working volume: | 3299 cm3 |
| Power: | 300 HP |
| Transmission: | mechanical 4-speed |
| Frame: | welded platform |
| Suspension: | front independent MacPherson type, rear lever-torsion |
| Brakes: | disk all wheels |
| Body: | 2-seater coupe |
| Max Speed: | 260 km/h |
Porsche 928
This model, introduced in 1977, was the most comfortable in the Porsche program, a kind of German Ferrari. At first, it was equipped with an 8-cylinder V-engine of 4474 cm 3 liquid-cooled with a capacity of 240 hp. Five-speed box gears were located in the same block with the main gear. The car had good dynamic qualities. However, for a car of this class, they were quite ordinary. Two years later, a modification of the "928S" appeared with a 4664 cm 3 engine, which already developed 300 hp. In 1983, another, more comfortable modification appeared with an engine increased to 310 hp. power. For better sales in the USA, the car was equipped with an automatic 4-speed gearbox. "Porsche-968" was distinguished by excellent driving performance, which, not least, was explained by the special kinematics rear suspension type-"Transexl" (Transaxle). Despite the mediocre aerodynamics of the body, the latest modification with an engine of 310 hp. developed speeds up to 255 km / h and had good dynamics. From standstill to 100 km / h, it accelerated in 6.2 s (with mechanical box gears). 
| Porsche 928S (1984) | |
|---|---|
| Engine: | V8 with overhead camshafts and liquid cooling |
| Bore and stroke: | 97 x 78.9mm |
| Working volume: | 4664 cm3 |
| Power: | 310 HP |
| Transmission: | manual 5-speed or automatic 4-speed |
| Frame: | carrier platform |
| Suspension: | fully independent, front - type "MacPherson", rear - multi-link type "Transexl" |
| Brakes: | disk all wheels |
| Body: | compartment with 2 + 2 seats |
| Max Speed: | 255 km/h |
Porsche-968
The Porsche 968 is the direct successor to the 944. This car appeared in 1991. The company once again made an attempt to create enough cheap car. Structurally, the "968" was slightly different from its predecessor "944" and used a number of components and parts from the production models of "Volkswagen" and "Audi" (Audi). A 4-cylinder engine with a working volume of 2990 cm 3 was chosen as the power unit, which was equipped with balancing shafts to improve the smoothness of operation. Its power was 240 hp, and on the "968 Turbo-S", equipped with a turbocharger, - 305 hp. However, this generally good car turned out to be prohibitively expensive. He lost a large number of buyers, which was originally intended.
| Porsche 968 (1992) | |
|---|---|
| Engine: | in-line 4-cylinder 16-valve with two overhead camshafts |
| Bore and stroke: | 104 x 88 mm |
| Working volume: | 2990 cm3 |
| Power: | 240 HP at 6200 rpm |
| Transmission: | 6-speed manual or 4-speed automatic |
| Suspension: | independent all wheels |
| Brakes: | ventilated disk all wheels |
| Body: | load-bearing 2-door coupe or convertible with 2+2 seats |
| Max Speed: | 252 km/h |
Porsche Boxster
When the Porsche Boxster prototype was first presented to the public in 1993, it was immediately seen as a promising concept for the company for the next decade. After 3 years, the prototype was replaced by the serial Boxster, which immediately became car bestseller. The characteristic lines of the front end and the sloping rear part speak of the kinship of the Boxster with the legendary Porsche 911, but otherwise their design is not repeated.
The body acquired two side air intakes, and individual, not merged into a single block, lanterns of an unusual shape appeared at the back. The Boxster, a first for rear-engined vehicles, has a liquid-cooled engine. The new opposed 24-valve "six" with two camshafts in the cylinder heads has a working volume of 2.5 liters and is located longitudinally in the central part of the chassis in front of rear axle which provides a low center of gravity and high stability.
"Boxster" is equipped with a 5-speed manual or automatic transmission transmissions of the type "Tiptronic" (Tiptronic), in which two switching modes are provided: automatic or manual. In the latter case, gear shifting is carried out using special buttons (“plus” and “minus”) located on the steering wheel. The cloth top of the "Boxster" with the help of electric drives fits into a special compartment behind the seats in just 11 euros. On request, you can install the original hard removable top, giving the "Boxster" a specific appearance.
| Porsche Boxster (1997) | |
|---|---|
| Engine: | boxer 6-cylinder 24-valve liquid-cooled |
| Bore and stroke: | 85.5 x 72.0 mm |
| Working volume: | 2480 cm3 |
| Power: | 204 HP at 6000 rpm |
| Transmission: | manual or automatic 5-speed |
| Suspension: | independent type "MacPherson" of all wheels |
| Brakes: | front and rear ventilated discs |
| Body: | load-bearing 2-seater roadster |
| Max Speed: | 240 km/h |
Porsche 911 Carrera (1984)
Lightweight and powerful boxer 6-cylinder engine equipped with Weber carburetors.
| Engine | |
|---|---|
| Location: | rear longitudinal |
| Design: | opposed 6-cylinder air-cooled |
| Bore and stroke: | 95×74.4 mm |
| Working volume: | 3164 cm3 |
| Compression ratio: | 10,3 |
| Gas distribution system: | one overhead camshaft per cylinder block |
| Supply system: | electronic control Bosch Motronic fuel injection system |
| Power: | 231 HP at 5900 rpm |
| Max Torque: | 280.6 Nm at 4800 rpm |
| Transmission | |
| Clutch: | single disc dry |
| Transmission: | mechanical 5-speed, gear ratios: 3.181; 1.833; 1.261; 0.966; 0.763; reverse — 3,325 |
| Main gear: | bevel with spiral teeth, gear ratio - 3.875 |
| Suspension | |
| Front: | MacPherson independent system with torsion bars, shock absorbers and anti-roll bars |
| Back: | independent torsion bar on trailing arms with shock absorbers and anti-roll bars |
| Steering: | rack and pinion |
| Brakes: | ventilated with vacuum booster |
| Wheels and tires | |
| Wheels: | light alloy cast |
| Tires: | front size 185/70VR15, rear size 215/60VR15 |
| Body: | load-bearing 2-door coupe with 2 + 2 seats |
| Dimensions and weight | |
| Length: | 4290 mm |
| Width: | 1649 mm |
| Base: | 2271 mm |
| Track: | front and rear 1372/1379 mm |
| Weight: | 1160 kg |
| Max Speed: | 245 km/h |
| Average fuel consumption: | at a speed of 90 km / h - 6.8 l; at 120 km / h - 9.0 l; in the conditional urban cycle - 13.6
|
DEVELOPMENT PROSPECTS
The automotive industry is an area where the hydrogen engine could be widely used in the future. Water, rail, aviation, as well as various auxiliary special equipment can use power plants of this type.
Interest in the introduction of hydrogen engine technology is shown as subsidiaries, and large auto concerns (BMW, Volskwagen, Toyota, GM, Daimler AG and others). Already now on the roads you can meet not only prototypes, but also full-fledged representatives of the model range, driven by hydrogen. BMW 750i Hydrogen, Honda FSX, Toyota Mirai and many other models performed well during road tests. Unfortunately, the high cost of hydrogen, lack of infrastructure filling stations, as well as a sufficient number of qualified employees, equipment for repair and maintenance do not allow such vehicles to be put into mass production. Optimization of the entire cycle of use of explosive gas is the primary task of the development of hydrogen energy.
The prestigious 'Engine of the Year' award went to the 2.7-litre engine in the Boxster and Cayman. What is the secret of success?
"Great engine for great car. This “heart” of Porsche combines technical excellence, sporty performance and impressive efficiency,” says Dean Slavnich of Engine Technology International Magazine. This British magazine has been presenting awards for outstanding engines for 15 years. The jury also praised the flexibility, performance and smooth operation of Porsche's smallest boxer engine.
This downsized sports engine is based on the 3.4-litre engine. In the Cayman, it works in conjunction with a Doppelkupplung (PDK) transmission and develops 275 hp. (202 kW), consuming 7.7 liters of fuel per 100 km (180 g / km CO 2) in the NEFZ cycle. At 101.6 bhp/l, this six-cylinder engine surpasses the magical limit of 100 bhp set for a sports engine. per liter volume.
The boxer engine from Porsche has thus become the winner of the best engines in the world for the fourth time. In 2007, Porsche won the 3 to 4 liter engine category with the Porsche 911 Turbo powertrain. In 2008, the 3.6-litre supercharged boxer engine with 480 hp won the no-limit engine class. In 2009, the award "Best new engine» received the 3.8-liter six-cylinder engine of the 911 Carrera S. The best engines of the year in various categories were determined by 87 authoritative journalists from specialized publications from 35 countries. In addition to power, fuel consumption, technical characteristics and comfort, journalists also evaluated the advanced technologies used.
Benefits: compact and lightweight, spins up to high speeds and runs smoothly - for 50 years
This year marks the 50th anniversary of the Porsche 911 and the six-cylinder boxer engine. The main advantages of the engine are a flat shape, low weight and compactness. The six-cylinder boxer engine features smooth operation. It lacks the so-called free moments and forces. In addition, boxer engines are very well suited to lower the vehicle's center of gravity. Horizontally arranged cylinders also contribute to this. And the lower the center of gravity, the sportier the driving characteristics of the car will be.
One of the most notable features of Porsche's six-cylinder boxer engines has been, and still is, reduced fuel consumption compared to engine power. This excellent performance is based on a general concept taken from motorsport. This concept features lightweight construction, easy spin up to high rpm and high power density thanks to an advanced gas exchange process.
It was the basic characteristics of these engines that led to the decision in favor of a boxer six-cylinder engine when the first 911 appeared. The result was an air-cooled six-cylinder boxer engine with an axial fan - for high speed and for increased smoothness - and overhead camshafts . For the displacement of the engine, two liters were initially chosen with the possibility of a subsequent increase to 2.7 liters. At that time, none of the Porsche specialists could even imagine that an engine of this type in its basic form would last until 1998 and that its displacement would increase to 3.8 liters.
World premiere in 1963: the 2-litre Porsche engine
130 HP
During its world premiere on international exhibition in Frankfurt am Main IAA in 1963, the first 911, then called the 901, was equipped with a 130 hp 2.0-litre six-cylinder boxer engine. at 6100 rpm. The success of this new sports car made Porsche think of a more powerful engine, and as early as 1967, the 911 S debuted with a 160 hp engine. at 6600 rpm. Shortly thereafter, the base model received the designation 911 L, and later the 911 E. The engineers were particularly proud of the fact that, despite the more powerful engine and 90 hp, the service life of the 911 S power unit was not reduced.
911 has taken a strong position in the world market, not only thanks to its powerful engine but also through advanced technologies. In 1968, for the first time in the US market, Porsche launched a sports car equipped with a low level OG toxicity. In doing so, Porsche has managed to do this without sacrificing power and with almost the same comfort, as well as fulfilling the requirements of American exhaust gas laws, namely the particularly strict regulations in force in California. The decrease in toxicity occurred due to the removal of exhaust gases to the intake system and to the thermoreactors. Porsche was the first company in Europe to install exhaust gas test benches for development work.
By the autumn of 1968, Porsche began producing mechanical petrol injection systems with a six-piston pump. Together with the increase in the displacement of its engines, it increased their power and torque. In 1969, the six-cylinder engine first became a 2.2-liter, and two years later - a 2.4-liter. As a result, the power of the 911 S engines increased first to 180 hp and then to 190 hp. In 1971, the compression ratio was lowered so that all 911s could drive around the world on gasoline with octane rating 91. In close cooperation with Bosch, Porsche developed the improved K-Jetronic continuous injection system, which was first introduced in 1972 in models destined for the US market.
1974 saw the debut of the first mass-produced turbocharged sports car, the 911 Turbo.
In 1973, the G model of the 911 generation was equipped with 2.7-liter engines capable of running on 91 octane unleaded petrol. In doing so, Porsche proved once again that sports cars can also be environmentally friendly. In 1974, the premiere of the legendary car took place: Porsche introduced the 911 Turbo, the first mass-produced sports car with a turbocharger. The company's engineers applied their rich experience in working on engines racing cars in the development of supercharged engines for stock cars. The engine was based on the power unit 911 Carrera RS 3.0 with a capacity of 260 hp, with a torque of 343 Nm, accelerating the car to a maximum speed of over 250 km/h.
Work on the further improvement of the six-cylinder engine was accompanied by a gradual increase in displacement and power using the most modern technologies exhaust gas cleaning. In 1980, Porsche launched the first boxer engines with catalytic converter and exhaust gas control. Three years later, she introduced a new generation of naturally aspirated engines with a displacement of 3.2 liters and digital electronics. All engines were now prepared to run on 91 octane unleaded petrol, a fuel that was not yet available in many European countries. However, when it appeared, it was possible to quickly adapt to new conditions. In 1988, Porsche further improved combustion processes and developed a cylinder head with two spark plugs per cylinder.
The pinnacle of technological progress was the 3.8-liter air-cooled naturally aspirated boxer engine for the 993 series, which developed 300 hp in the top-of-the-range 1995 911 Carrera RS. The 911 GT2 was produced in a small series, based on experience gained in motor racing. At first, its 3.6-liter twin-turbo engine developed 430 hp, and the 1998 model year engine developed 450 hp. The 911 Turbo was also equipped with two turbocharging systems. Equipped with the same OBD II emission control system, it became a real world premiere. 408 hp engine was developed on the basis of a 3.6-liter naturally aspirated engine. However, it has undergone such extensive modification that it can be said that it had its own individual design.
In 1996 took place world premiere Porsche's first water-cooled six-cylinder boxer engine
A real breakthrough in the history of Porsche six-cylinder boxer engines was the drive of the new Boxter range, the world premiere of which took place in 1996. For the first time, Porsche has used a water-cooled power unit with a displacement of 2.5 liters and an output of 204 hp. No longer bound by the limitations of the former air-cooled six-cylinder engine, the developers fitted a cylinder head with two camshafts and four valves per cylinder to the new powertrain. A year later, the new 911 of the 996 series appeared, also equipped with a water-cooled engine. This 3.4-liter power unit was significantly shorter than its predecessor and, above all, flatter. Its power was 300 hp, and its rotational speed was much higher compared to a naturally aspirated engine. In addition, it was possible to adjust the intake camshafts, and the variable valve timing system VarioCam appeared. Two years later, this system was supplemented by a valve travel switching system. Since then, it has been called VarioCam Plus. However the most important characteristics remained unchanged: a six-cylinder engine, a crankshaft on seven bearings, a dual-mass flywheel and a longitudinally divided engine housing. On water cooling the new 911 Turbo was also translated. In 2000, a new 420 hp engine was installed on it. Work continued on increasing the displacement and power, as a result of which, in the mid-2000s, 3.6- and 3.8-liter boxer engines with 355 hp appeared.
In 2008, the 911 Carrera and 911 Carrera S received clean slate petrol engines with direct injection. With the same working volume, they developed 345 hp. and 385 hp Engines for the Boxster and Cayman were also taken from the same family. Downsizing engines to improve fuel efficiency has been a major concern for engine developers since around 2008. On the basis of drawings from various areas of expertise, Porsche has developed new technology for the 911 series 991, which appeared in 2011: so the boxer engine in the 911 Carrera with 350 hp. received a working volume of 3.4 liters instead of the previous 3.6 liters. And the 400 hp Carrera S engine. became 3.8-liter. Both models make it clear that the lineup The 991 was focused on maximum efficiency in terms of fuel consumption: with a specific weight of 3.5 kilograms per hp, the new 911 Carrera S is ahead of its main competitors. Top performance The 911 Carrera and 911 Carrera S also showcase fuel consumption in the NEFZ cycle: the 911 Carrera has 8.2 liters per 100 kilometers (194 g/km CO2) and the 911 Carrera S has 8.7 liters per 100 kilometers (205 g/km CO 2) when each is operated with a Porsche Doppelkupplung gearbox.
The Boxster and Cayman are both in the two-seater roadster and coupe segment and have similar engine specifications. For their 2.7-litre engines, they won their category and were awarded the Engine of the Year award. The Boxster has a 265 hp engine. and consumes the same amount of fuel as the power unit of a Cayman with the same power. The Boxster S and Cayman S are powered by a 3.4-litre engine that delivers 315 hp in the roadster and 325 hp in the sports coupe. With the PDK gearbox, they consume 8.0 l/100 km (188 g/km CO2) in the NEFZ cycle.
With all this, Porsche proves that the six-cylinder boxer engine is not yesterday. And an excellent basis for the development of effective sports engines future.
When the rhythm of life of an engine with a long service life is interrupted by long periods of inactivity, it can adversely affect its performance. For example, your engine may become a temporary home for unwanted guests. Clear evidence of this is the remnants of insect nests stuck to the engine case. In addition, the metal is often the victim of prolonged exposure to wind and other weather conditions. However, for 38 years of service, the engine has not received irreversible damage.
Porsche 911 T undergoes “open heart surgery”: upon completion body repair american version The 1973 Coupé experts at Porsche Classic turned their attention to the engine. The "return the car" phase, planned as part of the "Revive the Passion" joint project of the Porsche Club of America (PCA), Porsche Club Coordination and Porsche Classic, begins. The fully restored Porsche will be raffled off among members of the Porsche Club Coordination and handed over to the new owner at the Porsche Parade this July in the US. Six-cylinder engine with a horizontal arrangement of cylinders with a volume of 2.4 liters, it will reach an initial power of 140 hp. (at 5600 rpm) and demonstrate top speed, equal to 127 miles / h (205 km / h).
To begin with, the specialists of the Porsche Classic workshop carried out a complete disassembly of the engine. Then all its details were placed in a special washing machine. This is because the actual condition of the parts can only be determined if they are completely clean and free from corrosion and contamination. This job requires close attention to detail. Some parts, such as the fan shroud, should be visually inspected for cracks. The company's experts use a sophisticated method to detect these invisible cracks that often occur in places such as the crank arm and crankshaft. Parts are repaired at the Porsche Research Center in Weissach. Electromagnetic particles of steel are applied to cracks, after which the latter become visible under the influence of ultraviolet light. In addition, the parts are subjected to a large number of measurements. They are needed to check the correct dimensions of the cylinder heads, as well as parts such as cylinders and pistons.
At the end of the evaluation procedure, the experts calculated the car's mileage of approximately 100,000 miles, which is not more than the norm for a 38-year-old engine. The previous owners did not push the engine to its limits. In fact, the greatest damage to the engine was caused by a long period of inactivity. Based on the accumulated experience and the obtained measurement results, the experts decided on the next steps in the restoration process.
A complete engine rebuild in a Porsche Classic always involves replacing bearings, seals and belts with genuine Porsche parts. This also applies to timing chains. They do not require large expenditures, but they can be accessed only after complete disassembly engine. For this reason, they are replaced at every opportunity. In addition, this Porsche 911 T has been completely replaced electrical system, including spark plugs, ignition wires and engine wiring harness. Non-original parts such as exhaust system, oil pump, crankshaft and clutch. Parts such as the mechanical injection pump, distributor, alternator and capacitor ignition control unit have been repaired and installed. The remaining parts of the engine were protected from corrosion by appropriate surface treatment. Depending on the specific part have been applied following procedures: glass powder sandblasting, galvanizing, pickling powder application and painting.
All of the above preparatory work The steps required to successfully rebuild an engine are complex, time consuming and must be performed by experienced professionals. However, these works are an integral part of the procedure for a complete restoration of the car. The new engine assembly made in 1973 no longer exists in the world. At the same time, a large number of individual original parts are still available. In addition, during the subsequent assembly and installation, specialists used original tools and fixtures.
However, the decisive moment comes after the assembly is done. Like all brand new engines, a remanufactured Porsche 911 T engine must undergo a power measurement procedure on a dynamometer. The engine cannot expect special treatment due to its age. It should work like new. Accordingly, the power and torque of the motor must have the appropriate values. Leak checks, general functionality checks and various engine adjustments are also performed. After that, the engine runs at maximum speed, shining brightly in the rays of its former glory.
