Folks the bottom line is we all now have a choice in the matter where before we had very little.

Before when your engine goes bang as mine did (a buddy of mine had two 3.4 go 1 year apart) you got yourself another reman from Porsche. Now you have a choice of rebuilding your original engine and upgrading it significantly wrt longevity and if it is your choosing also performance. Not only that but from what I see on Jake's site I can now also refresh/do preventative upgrades/improve performance to a tired engine or one that is starting to getting long in the tooth.

 

My point exactly.

I hope you're right, and I think what you are doing is great. How you are saying it on your website is not (IMO.)

Nah, there's not porus blocks or "slipped cylinders" in the article, so consider his wrist slapped.

 

Salayc

Quote:
Perhaps we misunderstand each other: on this site, users referring to " real data" generally mean engine failure rates. I would assume you have a lot of data about failed engine causes.

I am an engineer in another field dedicated to resolving failed products and developing solutions to those failed products after they have been proven unreliable by paying customers. The data I collect, sort, graph, and include in flowery power point presentations are used to impress executives sometimes, but the "real data" I use in my job, and the "real data" I refer to in my original post about Jake is all about root cause. Statistics rarely lead to root cause, although most executives, that do not necessarily understand the nature of the equipment, the failure mechanisms, or the resolutions, like to believe they can predict reliability by determining MTBF (mean time bewtween failure) and other meaningless stats. My comment about Jake having real data was meant that I believe he has identified not only the root cause of many if not all of the engine failures, but has also designed parts and processes that will prevent those failures going forward. As an added benefit, he also makes them significantly stronger, read faster...... Perhaps you and I just do not agree on what "real data" means.

 

If our work impressed this guy enough to open his wallet that makes me feel REALLY damn good!
(smshirk I am finishing your proposal as I type this, you'll have it tomorrow morning!:-)

 

I have a couple of thoughts:

1- PCA's website has U.S. production numbers for 1999-2000: linky, linky -- roughly 22k produced for 1999 and 2000.

In a post on a different forum, a member mentioned how many 3.4L reman engines were in PCNA's warehouse from the beginning of Summer to the end of Summer: linky, linky

2- I'm not sure if Porsche is an "Apple" or a "Microsoft." Buy a proprietary & magical black-box or wait until Service Pack 3 before making a purchase.

///Michael

 

Hi Jake
Thank you for the info, and it is nice to see you here.
You must be a very busy man, but if you can, simple questions:

1. Why is it that many engines fail, and many don't- bad driving? bad parts?

2. Do you have any plans for your program in Canada?

Lastly, a semi-stupid (but fun) question:

3. What is the maximum Horse Power you intend to get out of a 996 3.6L,
while maintaining ZERO failure and reliability

John

 

As I read, and a friend of mine (well expert in Porsche who knows staff from Zuffenhausen Motorsport since 25 years) told me that in the factory they use about 50 engines per each pattern (mould or whatever would be the name -in spanish "molde"). He's like a Porsche eminence.
The cast is very important, but Porsche prefers to save cost overmaking lots of pieces with a single mould. You know that they are tolerances and the pieces they made (as every factory) pass a quality control.
Quality control labs dont' check everything, they choose a sample and analyze it. But not all the cast are 100% perfect, and not all the internal pieces are 100% perfect.
Engines failures were caused in part because of bad material in the intermeadiate shaft bearing as all we know.

Autofarm replaces it as you can see here:

http://www.autofarm.co.uk/engines/wa...led/shaft_tech

An here is the Silsleeve technology by Autofarm:

http://www.autofarm.co.uk/engines/wa...silsleeve_tech


Jake explaind us what they are doing (not the same as this)
I think it's very important to count with private Porsche specialist who want to solve the M96 engine problems.


I'd like to know what is the HP achieve in a 3.8 l engine rebuild by Jake too.

 

138 to 1 in 3 to 4 months!!! Wowzer........

 

First off, as referenced by an above poster, Autofarm is applying the updated IMS offered by Porsche. This is not the direction we have gone as no Porsche part number is found on the unit pictured below. It is 100% made in USA and is grossly overbuilt in every way.


The Autofarm method of solving cylinder issues creates a "closed deck" engine from what was an "open deck" engine. There are differences in the cooling characteristics of each of these methods and we chose to retain the open deck design to enhance the engine's cooling capability (which is why Porsche used an open deck design originally). This is why I state that our approach is as different to that of AutoFarm as it is similar.

Sure.

Luck has lots to do with it as well as service intervals and the way the engine is driven. There is certainly no single common denominator to any of the failures we have seen, everything adds up.

We ship engines to canada without issue. Thus far we have not received any interest from Canadian independent shops that are wanting to be our licensed representatives, but I am sure they will come with time.

We are building a 3.6- X61 engine into a 3.8 at the present. This engine is to provide 425HP and we'd certainly expect it to be as reliable as the other engines we are producing but only time will tell what occurs at these very high HP levels.

Our standard 3.8 liter engine, based from the 3.6 is rated at a modest 350HP

 

Ok Mr. Raby, I have to ask.

How much money are we talking for the 425hp 3.8?

 

This one HAS to be based from a 3.6 engine... By the time it's all said and done and we equip the engine with one of our billet cranks and every other development this will be a 20K power plant. Most engines aren't at this level, and the cost of admission isn't for the faint of heart or shallow wallet!

 

Will the stock ECU control the 3.8? Reflash? Piggyback?

 

there is no mention of this on this particualr article, but these issues have been discussed and well documented on previous Excellence and Autofarm literature. based on what I have read, the porous block issue did occur during the intitial production line of these engines and the culprit was due to the casting process. also as a matter of fact there was a post on the 997tt forum where a new owner had its engine replaced because of a porosity issue as well. so i guess its my turn to slapp your wrist...but dont worry i wont hurt you...

 

Much respect for posting the price! Most vendors will not.

Good luck on this venture!

 

Jake,
Thank you for being here to talk to us. I enjoyed the article in Excellence, I am enjoying your responses to the folks here. I feel a WHOLE lot better about my '99 996 coupe (3.4, 41,500 miles, no stranger to the daily drive or the track, never any issues - so far). What REALLY makes me happy is to see you are just up the road from me, so, if/when the balloon goes up, I know I have a place to go for the answers other than an engine exchange "program". I wasn't even "skeered" about my engine until I joined Rennlist. LOL! You have set my mind at ease.
Please do not retire any time soon - I plan to drive my 996 for a long time.