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Hi Flo, looking at this picture... there is indeed a good chance to bring oil to the worn part of the follower. Permanent contact is on a different area of the FF... an area that doesn't wear that fast as it seems. Very interesting!
There are two iterations of the "G6". There are still documented failures on this forum of the first G6 failing. The revision "G6-2", to my knowledge has not failed. So, having a "G6", it can still fail. The .1 hydraulic lifters is a fundamental design flaw. DLC, and additional oiling is simply a bandaid. There is simply too much inertia/force with hydraulic lifters. This is why they went with the vastly superior solid (much lighter/less F=MA) lifter design in the .2.
If DLC and and optimized oiling solved the problem, there wouldn't be solid lifters in the .2.
So what engine serial number is the first G6-2 engine?
Hadn’t looked at this thread in the past. With the passage of time since this thread it seems the reliability of the G6 has only been confirmed. My own G6 datapoint is maybe 15 track days + some longer toad trips and its going great. Note, to clarify some misinformation in the thread above, there’s no “G-1 vs G-2” nomenclature…. G0’s were OEM in for the 2016 MY but the G6 only started to be installed as a replacement motor beginning sometime in 2018. They are basically a destroked 4.0 (you’ll even find the oil filter is same as RS/4.0). The only way to know for sure what engine is in place is to drop the pan and look at the stamping on the block.. hood stickers and service records are not necessarily updated. My dealer’s parts counter pulled up my VIN and there was no record of the motor change, so things like oil filter spec are your audible! As the 10 yr warranty periods start to fall away over the next year you might see the market place a materially different value on G6 equipped .1’s.
I would like to revive thIs thread.
This is a picture of the ff of my E1 engine back in 2021 when it was replaced with a G6 (no issues since then).
The worn part of the ff is right at the edge of the ff, there is no permanent contact between camlobe and ff. There must be another reason for the wear.
There are signs of micro welding on the cam and followers. M1 oil was not so good back in the past, they have stepped up there game in the last few years in the zinc area.
Run some good oil that has more zinc than most oils, and cross your fingers, get a extended warranty before its too late.
Interesting! so you think there's a potential that they continue to honour, even after original expiry
If Porsche continues its good will engine replacement after warranty expires to current .1 GT3 owners that haven’t had its engine replaced yet with the G6 motor, that would be the most sensible thing Porsche can do. 1 eligible engine replacement for the lifetime of the car. If you already have a G6, then Porsche will deny moving forward.
Fingers crossed for that... I have an F engine on mine but it had a top end rebuild on it (new cams and heads) in July 2017. Right around the time the good folks on RL were able to get that 10yr warranty implemented. Might be one of the last cars that actually got a rebuild instead of a new engine...
I have a 2015 with an original F engine which expires Oct 24. Surely, there has to be 2014 cars out there expiring this year or already expired. Any input from those owners? Feedback from their local Porsche dealers? If I had a 2014 that was coming up, I would be asking my local Porsche dealer what my options are. Can anyone share any feedback they have gotten?
I have a 2014 with just under 22k and it's still on the E1 motor (running strong) which was a replacement from the original E0 engine recall. My engine warranty expires at the end of Dec 2023. I have not explored other options with the dealer after warranty but i always tend to continue to bring the car to them each time a misfire CEL pops up just to have it on record. Love the car and have no desire to replace yet.
05-12-2023 | 08:31 AM
