Just came back from a local Porsche shop - Interesting news (3.4l oiling)
#32
The phrase I used was "number one priority." Might want to read it again. Nothing "socialist" or "consumer-as-victim" about it. Far from it, actually. You are absolutely right there are lots of reasons, I was providing a basic example to give everyone an idea of what really happens. My perspective is (obviously) from the engineering side of things. What the engineer intends and designs is never exactly what makes it into the living room. Just to over simplify things again
Over a beer, I bet I'd have some Toyota stories you, as an engineer, would enjoy. Their secret weapon, quality wise, is actually production engineering. They aren't brilliant design engineers; what they're brilliant at is engineering production processes. This, I suspect, is the real reason Porsche contracted them on the 996 project. You can only decontent a car so much in the name of margins. A company that had been building cars by hand for 40 years would need some help figuring out how find margins in production efficiency.
Oh, I forgot Toyota's other secret weapon: They leverage their high volume to play unbelievable hardball with suppliers. Try that on 20,000 units a year.
#34
Nordschleife Master
Thread Starter
UPDATE - More information found.
Greetings all:
As I am scouring the information online, I have come up with some leads to where theTech was getting his information. Interestingly enough, here is what I have found thus far:
Information sources:
Pelican Parts Online parts diagrams (Turbo Oil Return)
Porsche 996/C2/GT3 Workshop manuals
The following Diagrams describe the comparision between the two solutions:
Here is the X51 oiling Kit with the Dual Chamber Pump and oil line.
Here is the Turbo Return/scavenge pump and the location of the oil line. Note - the heat shield requires modification to make the components fit (this is the case with both the X51 & this version). The oil line may very well be a custom component fabricated to work. In my opinion, a braided / reinforced line will work nicely as would a custom bent and threaded tube. Actual factory parts may not be necessarily required to fit the line or make this work. Heat resistance would be advised due to its location next to the header.
Summary - Based upon visual clues, this certainly appears to be a viable option to this very talked about problem with the 3.4L engine. And as far as I can tell, the Turbo's pump would fit and fit in the correct orientation on the motor. Cost for this part could likely be around $450-600 each. And this does not include the machining of the valve cover.
More investigation will happen on Monday when I can speak with more detail to the Tech. I should have even more answers the deeper I get into this. My full intention is to do this modification and possible prepare kits (parts listings that others could use).
Oh, and before I forget...it is also VERY obvious that the use of the X51 oil pan with this mod is VERY recommended.
Stay tuned. More to come.
Chad
As I am scouring the information online, I have come up with some leads to where theTech was getting his information. Interestingly enough, here is what I have found thus far:
Information sources:
Pelican Parts Online parts diagrams (Turbo Oil Return)
Porsche 996/C2/GT3 Workshop manuals
The following Diagrams describe the comparision between the two solutions:
Here is the X51 oiling Kit with the Dual Chamber Pump and oil line.
Here is the Turbo Return/scavenge pump and the location of the oil line. Note - the heat shield requires modification to make the components fit (this is the case with both the X51 & this version). The oil line may very well be a custom component fabricated to work. In my opinion, a braided / reinforced line will work nicely as would a custom bent and threaded tube. Actual factory parts may not be necessarily required to fit the line or make this work. Heat resistance would be advised due to its location next to the header.
Summary - Based upon visual clues, this certainly appears to be a viable option to this very talked about problem with the 3.4L engine. And as far as I can tell, the Turbo's pump would fit and fit in the correct orientation on the motor. Cost for this part could likely be around $450-600 each. And this does not include the machining of the valve cover.
More investigation will happen on Monday when I can speak with more detail to the Tech. I should have even more answers the deeper I get into this. My full intention is to do this modification and possible prepare kits (parts listings that others could use).
Oh, and before I forget...it is also VERY obvious that the use of the X51 oil pan with this mod is VERY recommended.
Stay tuned. More to come.
Chad
Last edited by Chads996; 11-18-2007 at 05:52 PM.
#36
Nordschleife Master
Thread Starter
The existing gear driven mechanism. It simply replaces the existing scavenge pump. The difference lies in the additional intake point for the oil line.
C.
C.
#37
Ok, now that make sense, seems simple enough. Does this scavenges the oil under braking condtion, since the oil is forced to move at the back of the engine? Is this the primary function of the extra port?
#39
Nordschleife Master
Thread Starter
C.
#41
Nordschleife Master
Thread Starter
Thread has been changed. Please see here:
https://rennlist.com/forums/996-forum/392583-1999-carrera-3-4l-oiling-modification-and-retrofit.html
C.
https://rennlist.com/forums/996-forum/392583-1999-carrera-3-4l-oiling-modification-and-retrofit.html
C.