neanicu

Engine : 4.0 liter six cylinder boxer
Power : 500 HP(368kW) at 8.250 RPM
Maximum torque : 339 LBS/FT at 6.000 RPM
Maximum per liter output : 125.1 HP/L (92.1 kW/L)


Crankshaft drive.

The technical backbone of the newly developed GT3 engine is an extremely stiff forged crankshaft made of a high strength steel alloy. Wider connecting rod bearings and larger dimensioned main crankshaft bearings combined with weight optimized titanium connecting rods can easily handle high peak loads and ensure extraordinary robustness. The central oil feed for the highly stressed connecting rod bearing was taken straight from race cars,a technological detail already applied in the 12 cylinder engine of the legendary 917. This elaborate solution allows maximum centrifugal forces and guarantees a reliable lubricating film,even at high engine speeds. Moreover l,the central oil feed also reduces friction,which in turn benefits fuel consumption,an aspect that is as important in series vehicles as it is on the track. The dry dump lubrication is the foundation for both the low installation position of the six cylinder,naturally aspirated engine and the high lateral acceleration. A total of 1.7 gallons of motor oil circulate in the system. A new vane cell sump pump extracts the motor oil at seven points. The integrated centrifuge separates the oil from the oil. This technology,which was also adopted from race cars,is making its debut in series spots cars. What is more,an innovative fine oil separator reduces emissions and oil consumption.

Crankcase.

Low friction and maximum robustness : the cylinder bores in the new 4.0 liter,flat six engine feature a plasma coating. In conjunction with phosphated,weight optimized forged pistons,this yields benefits in oil consumption values.


Intake system.

Like the racing engines for the 911 GT3 R, 911 Cup and 911 RS models,the 911 GT3 motor is a naturally aspirated engine uncompromisingly designed for high engine speeds. In the newly designed variable intake system,made of lightweight plastic,there are now 2 resonance butterflies. The previous model had only one. Depending on the load demand and engine speed,they open either individually or simultaneously,providing a higher torque curve than before. One positive side effect of the technology is the efficient gas cycle,which is advantageous in terms of fuel consumption.


Cylinder heads.

Similar to purebred racing engines,the new GT3 engine features a rigid valve train. The hydraulic valve clearance compensation,commonly used in series vehicles,is replaced with shims. They sit between the cans and the rocker arms and guarantee the requisite valve clearance,which no longer requires readjustment. Reduced surface pressures ensure a robust valve drive and enable maximum engine speeds of up to 9000 RPM,ideal for meeting the challenge of driving on a racetrack. The closely related racing variants of this engine reach a maximum of 9500 RPM using the same components in the valve drive. Depending on the driver's power requirements,the VarioCam variable valve control adjusts the inlet and outlet cams. The electronic engine management system distinguishes between engine speed and load states. The result is exceptional drivability,thanks to high output and torque values across the entire engine speed range.

STG

Good info!

NiteCrawlr

So for all you techincal guys out there... how much more powerful in the low and mid RPMs is this engine likely to be vs the 991.1 gt3? All the reviewers are praising this aspect but I know that is part of their job (and thats ok). This is probably the only reason I want to trade up to 991.2 but I have everything else I want now. Part of me feels silly spec-ing the exact same color, options, wheels, etc. if I get an allocation and I want to be sure the engine is enough of an upgrade to feel on a daily basis.

mooty

dont worry, it will blow up, burn down, or fail one way or another.
ALL REAL porsche engines does that.
they PAG will figure out a way to fix it and make it good

mark my words

Drifting

isv

Fixed valvetrain that never needs adjustment..hmm....will be quite interested to see how that turns out longer term.

mooty

^KABOOM

acf321

What is the engine model designation number / name?

Can anyone post an illustration of the double flapper design, and one showing the rigid valve set-up?

fun2k

Don't forget compression ratio is up from 12.9:1 to 13.3:1 so it has a wider spread of torque

CAlexio

i wonder if this is some kind of metallurgical progress.. metal which somehow doesn't change with stress or heat cycles over time?.... i can't understand otherwise how they did this.

Nick

Christophorus provided this information but did not discuss the car. What a bummer!

Petevb

Unfortunately no. Both the aluminum pistons and titanium rods will fatigue cycle out over time. In Cup usage with life lived at redline you'd expect ~200 hour rebuilds. That said in the 918 they did use higher density castings, etc from low volume race engine manufactures rather than their usual suppliers. I'd think they may have done the same for the rods, pistons and crank here.

Along with improved FEA and design to minimize weight of the pistons and rods that apparently did the trick. Everything else seems reasonably straightforward engineering, but the stress level they've managed to get the pistons and rods to survive at is impressive.

Dewinator

LOL mooty does that mean the 986 was the most real Porsche of them all?

Jimmy-D

I recently read an article where they said that from 3500 rpm to 6000 the car is super quick. That says a lot because I thought the .1 was no fun below 5000

Drifting

AP says this engine is supposed to last 300K, but I worry about how realistic this is. I plan to drive my .2 GT3 for a decade, so I hope I don't find out.