GTS engine FS
12-31-2013, 10:48 AM
#31
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That's a hypothetical 5k for a GTS motor - without the ECUs - that needs to be disassembled down to the long block and re-sealed, re-hosed, and re-sensored before it runs. And if you go that far you might as well do the head gaskets too.
Under the assumption that the OP has done not only the timing belt, but all the hoses, gaskets, etc., then 10k for the engine with the ECUs is a screaming good deal.
Edit: and based on the serial number it has the good rods.
Under the assumption that the OP has done not only the timing belt, but all the hoses, gaskets, etc., then 10k for the engine with the ECUs is a screaming good deal.
Edit: and based on the serial number it has the good rods.
12-31-2013, 02:53 PM
#32
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The "world" supply of new/used GTS engines is very small. The prices continue to increase at a much greater rate than virtually any investment one could find...without any potential downside.
Used GTS engines are going to be like finding a twin cam 356 Carrera engine sitting around....except more difficult....since Porsche made quite a few twin cam 356 Carrera engines for spares in the racing programs.
Used GTS engines are going to be like finding a twin cam 356 Carrera engine sitting around....except more difficult....since Porsche made quite a few twin cam 356 Carrera engines for spares in the racing programs.
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Semi-retired, as of Feb 1, 2023.
The days of free technical advice are over.
Free consultations will no longer be available.
Will still be in the shop, isolated and exclusively working on project cars, developmental work and products, engines and transmissions.
Have fun with your 928's people!
greg brown
714 879 9072
GregBBRD@aol.com
Semi-retired, as of Feb 1, 2023.
The days of free technical advice are over.
Free consultations will no longer be available.
Will still be in the shop, isolated and exclusively working on project cars, developmental work and products, engines and transmissions.
Have fun with your 928's people!
12-31-2013, 08:31 PM
#36
Wonder if the owner will miss this 5.4l that's just about finished. 
I could swap in an S4 and no one would know right?
I could swap in an S4 and no one would know right?
01-03-2014, 06:29 AM
#41
Nordschleife Master
Something like a third of the Euro S motors I chased down early on had swapped parts issues, usually cams, but heads and intakes as well.
01-05-2014, 12:52 AM
#44
Pro
[QUOTE=The Fixer;11008985]It is just hard to imagine lessons learned with the 928 motor didn't carry over into the Cayenne 4.5L V8 for 2003. My 2004 Cayenne motor definitely looked related..
When 911s went to water cooling with the 996, those motors were not similar to the old 911 motor. But the Porsche GT3s still used the old air cooled 993 case and were still dry sumped. That only recently changed.
I did a quick search and found very little, but this article says they are similar:
https://www.google.com/url?sa=t&rct=...58187178,d.cWc[/QUOTE
The 4.5 (now 5.0) L. Cayenne v8 we are prepping for club racing came with the oe dry sump...which is located inside the oil pan. This presented a very tall engine with a high CG. A 928 engine (wet sump) comes in more compact with lower CG, but gives up the dry sump.
We took away the oe Cayenne oil pan (approx. 9" depth), and cnc machined the new oil pan for use with an external dry sump pump.
This gave us 9" of improved ground clearence, and lower CG.
The new 4.6L flat-crankshaft v8 in the 918 Spyder may even be more compact than our 5.0, I'll need to compare. This build is going into a 914 fully caged club racer. More details are in the Renn 914 forum titled 9148 gtt.
When 911s went to water cooling with the 996, those motors were not similar to the old 911 motor. But the Porsche GT3s still used the old air cooled 993 case and were still dry sumped. That only recently changed.
I did a quick search and found very little, but this article says they are similar:
https://www.google.com/url?sa=t&rct=...58187178,d.cWc[/QUOTE
The 4.5 (now 5.0) L. Cayenne v8 we are prepping for club racing came with the oe dry sump...which is located inside the oil pan. This presented a very tall engine with a high CG. A 928 engine (wet sump) comes in more compact with lower CG, but gives up the dry sump.
We took away the oe Cayenne oil pan (approx. 9" depth), and cnc machined the new oil pan for use with an external dry sump pump.
This gave us 9" of improved ground clearence, and lower CG.
The new 4.6L flat-crankshaft v8 in the 918 Spyder may even be more compact than our 5.0, I'll need to compare. This build is going into a 914 fully caged club racer. More details are in the Renn 914 forum titled 9148 gtt.
01-05-2014, 01:04 AM
#45
Pro
The 4.5 Cayenne block has been iron-sleeved with a larger bore. With new spec. Pistons , the displacement = 5.0L.
8.5:1 cr for 1.5 bar of forced induction.
8.5:1 cr for 1.5 bar of forced induction.