Kamiffi

First time poster here on Rennlist. Have scoured the internet and forums reading up on the 991.1 GT3 and the engine issues etc.
Seems the G6 engine has solved all the issues and proven to be a reliable and worthy GT3 engine.
Have seen a few threads and comments that link the G6 engine with the 4.0!RS engine. Any truth or information to that?
Thanks in advance everyone.

itrsteve

Not sure if I understand the question, but they're the same engine, the 4.0 has a little bit of stroke added to give it the extra .2 of displacement. But otherwise the same.

Drifting

No they are very different engines. Not just a displacement difference.

Airbag997

All the .1 iterations are "band-aids". This is why Porsche fundamentally changed the valve-train architecture in a half cycle going to the .2. Proof is in the pudding, Couldn't pay me to take another .1 GT3. Saw enough metal flakes in the drain pan after each oil change. Just wait until the 10 yr's warranties are up. Buy a solid lifter 991.2 or 992, steer clear of any .1, RS included.

Kamiffi

So much information out there but seems that the G6 has solved all the issues. Then again every generation has issues. Many say the 991.2 is bullet proof but now there seems to be issues with the RS and it’s case and there are failures. Only getting info from another thread here but coming from some trusted mechanical contributors.
I just purchased a .1 GT3 and will keep it for a long time. For me, the styling is perfect. 997 just a fraction dated looking, whilst the 992 is just too big. 991 is a sweet spot styling wise. Just would like more info on what sets the G6 engine apart.
Any GT3 is a special vehicle.

itrsteve

I was talking about the MA176/.1 RS 4.0 - not the engines that came with the .2

NNayak

The claim that the G6 iteration is another doomed band-aid is FUD. If the proof is in the pudding please point us to the trove of documented G6 finger follower failures, instead of repeating this claim in every G6 thread without evidence.

Airbag997

Plenty of documented G6 FF's failures here on Rennlist. I'm assuming you're referring to the latest iteration of the G motor band-aid/"fix"? Let's see how many 991.1 GT3 engine iterations: E, F1, F2, G1, G2. Definitely no signs of fundamental issue...Porsche just likes to make numerous iterations of the same motor to light money on fire for one single half cycle... Again, the FF wear issue is intrinsic to the hydraulic lifter design. This is why Porsche fundamentally changed to solid lifters in the .2. Why would Porsche design an engine for 1 half cycle just to toss it in the trash bin? Because it's intrinsically flawed. Dundon has also pointed this out, through extensive research and reverse engineering.

NNayak

Please link us to the threads documenting where G6 finger followers have failed. This will prove your claim.

Are you confusing the G0 engine with the G6 engine? There are documented G0 finger follower failures but this is not the engine iteration that we are discussing.

The .2 solid lifter top end is a definite durability and performance improvement, and the hydraulic valve lash adjustment on the .1 does indeed increase contact load, frictional heating, and oil wiping at the cam-follower interface. However, if the G6 updates have mitigated the durability impacts of the legacy design, then what is the practical effect to the owner?

Designs improve over time as knowledge improves. Continuous improvement does not imply that the previous articles are "fundamentally flawed." Is your .2 motor fundamentally flawed, since it doesnt have ITBs like the 992 motor?

Airbag997

Looks like was bottom end failure, not FF. Still couldn't pay me to have another 991.1 GT3. No matter the motor revision. The motor is fundamentally flawed.

NNayak

I'm sorry you feel that way, but I want to point out that the statement that "the motor is fundamentally flawed" is just your feelings and not engineering fact as it pertains to the G6 revision.

Airbag997

You're right. There is no fundamental issue with the G6.

slipaway37

Couldn't agree more; however, I believe the 'proof' will be when we G6 motor owners reach high mileage without failure which seems to be the common denominator for the most part.
For this exact reason (besides firmly believing in driving my GT3 much as possible) I intend to reach another 20+K miles relatively quickly to test this theory, ha!
I am just pleased as all hell to be blessed with a new G6, and possibly another should this one go kaput within next 5.5 years, or 101K miles (extended warranty)!
All I am concerned with now is the PDK failing after warranty, and I have seen several threads of PDK failures despite some saying they are 'rock solid.'

Mthrice

He calls himself AIRBAG for a reason.

dsteding

My G6 has 17k miles on it, same amount of miles as when my G0 failed. 40 or so track days in it. Oil gets changed frequently, 3-4 times a year. Not quite high miles yet, but probably some of the higher miles out there on a G6.