GTS engine FS
01-06-2014, 12:12 AM
#46
928 Collector
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My GTS motor is still in storage after complete disassembly. I'd like to say I'm focusing on the GT motor which is nearly completely ready, but the truth is the whole project is in storage as I enjoy twin turbos and lots more creature comforts.
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.
01-06-2014, 01:01 AM
#47
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..
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.
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.
Btw you don't have to give up the dry sump on the 928 to keep the same COG. I am actually going to attach the dry sump tank (custom made) to the engine and the front of the sump. My sump will also be a stressed part to strengthen the bottom end of the engine.
01-06-2014, 03:51 AM
#48
Pro
SlateBlue,
the new oil pan that we mfgd. also acts as the lower main bearings "Girdle", just how an oe Cayenne oil pan would perform. The new billet oil pan also has two #12 an fittings for turbo oil draining. A 3 gallon dry sump tank is being utilized.
the new oil pan that we mfgd. also acts as the lower main bearings "Girdle", just how an oe Cayenne oil pan would perform. The new billet oil pan also has two #12 an fittings for turbo oil draining. A 3 gallon dry sump tank is being utilized.
01-06-2014, 04:25 AM
#49
Thanks for your reply, I would like to use mine as a girdle too but I fear that would add too much cost. Although it would allow an easier change to a slightly smaller main bearing size and a change to better main bearings as ours are old tech. Where was the major cost in this sump excluding the pump cost. Was it in the programming or the actual billet and machining?
Thanks in advance
01-06-2014, 04:17 PM
#50
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01-07-2014, 12:53 AM
#52
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That engine has your name written all over it. Then you can get the GTS back on the road, and sell the GT engine as well as the parts of the old GTS engine - no?
01-07-2014, 03:42 AM
#54
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So you can get the car on the road quickly and either enjoy and sell it with the proper engine. Then sell the GT engine and the GTS engine parts to recover as much as possible of these $10k.
01-07-2014, 03:52 AM
#55
Pro
SlateBlue,
Majority of the cost is in the billet +labor. Programming was already available from prior engine builds.
I think that Carl has some oil pan mods that he performs to prevent high g cornering oil pressure loss.
Majority of the cost is in the billet +labor. Programming was already available from prior engine builds.
I think that Carl has some oil pan mods that he performs to prevent high g cornering oil pressure loss.