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I'm noticing that most of the scoring are happening to 997.1. Is this an issue for the 997.2?
I don't believe so.
OP that is really terrible news for you. I would keep pushing Porsche, small mods or not. Being the original owner with good documentation of oil changes etc, should help your cause I would think.
As someone considering a 997.1s it is really disheartening and almost forces my hand with a 997.2 or going back to another 40th ae 996.
As someone considering a 997.1s it is really disheartening and almost forces my hand with a 997.2 or going back to another 40th ae 996.
The only reason scoring has a higher statistical representation among 997's is most of those have the large IMSB and don't get taken-out by IMSB failure first. If the IMSB gets replaced on a 40th it would be just as statistically likely to suffer scoring as a 997. My 997 is a late-04 build, same engine as a 40th, was suffering preliminary signs of scoring.
The only reason scoring has a higher statistical representation among 997's is most of those have the large IMSB and don't get taken-out by IMSB failure first. If the IMSB gets replaced on a 40th it would be just as statistically likely to suffer scoring as a 997. My 997 is a late-04 build, same engine as a 40th, was suffering preliminary signs of scoring.
Great, mine is a very early build as well, so now the anxiety level just gets worse.
worst case, what is the cost to have one of these specialty shops do a swap and upgrade to a 4.0L?
There is no reason to think I have this issue, just was curious what it would cost if I did.
Its in the $20-$25K regime for a nationally recognized Porsche rebuilder, depending on how much of the engine you want to upgrade (not just rebuild). To make it track capable, its more like $25K. But honestly, if you are going to have it done, might as well go fully monte and change out the rods, sump, add the IMS solution, etc.
Figure $10K parts and >=$10K labor for the best mechanic.
I can't justify spending that kind of cash preemptively, but in a sick sort of way, I'm hoping that my engine starts to fail and needs the upgrade someday.
Recently realized I had left a "Protective film" on the lens of my new bore scope so was likely getting a false positive. Re did bore scope/leak down/compression test this past weekend and found signs of scoring on #6 only. The car has fantastic leak down and compression numbers however.
Compression across all 6 showed +- variation of less 8%.
Car runs strong with no excess oil consumption or ticking noises (indicative of piston slap).
I've been in contact with Vision Motorsports (Dwain Dement) regarding his rebuild process. I really like the idea of removing the cylinder completely and pressing in a massive 4130 cromoly jug vs the Nickie liner. The new Twin Turbo 911 engine is being built in this same way using a pressed in cromoly cylinder. Dwain uses Carillo rods/J&E pistons and does major modifications to the crank and many other upgrades. I have a list of his complete rebuild menu if anyone is interested. Attached a few pics of before / after on a case half. He was very complimentary of Raby as well so both of these top level builders can turn this engine into something very special which will rid your life of worry for $20-$25K.
Heading down to SoCal on vacation in April. In saving mode in hopes of leaving the car with him then.
Pics with notes for reference.
#6 leak down test. Doesn't get much better than these numbers even on a new car.
#6 thrust side.
OE case half.
Vision Motorsports Cromoly jug. Thing of beauty! Notice the original bore is completely gone. He removes the 1st 1/3rd completely and the new cylinder is pressed in. Cylinder has an Oring at base of the second flange which is not visible in the pics. Beyond trick and IMHO the best way to address the issue. Custom J&E Piston.
Did not know the new turbo motors had steel alloy sleeves. A few years ago when rebuilding my 951 turbo it had scored cylinders. Then again it had over 200K miles. Looked into another block, the Lindsey rebore method, sending up to Wisconson for bore and resurface plating or sleeve it. I went local with steel sleeves and moly rings. The pistons were fine so had them coated and reused. Hope to never have this issue on the 997.2.
Very nice looking set up in the pictures. JE are old American high Q company. First set I had were in a 272 Chevy race car cira 1967! I was very young and now I'm sort of old. I have been told by some drag race friends that the steel cyl has advantages in a forced induction engine. Just saying.
Provided you think your car is worth 40ish...think roller cost plus 26k
For me the value proposition of owning a 997 with a rebuilt motor from someone like Vision or Raby is very compelling. I purposefully targeted the higher mileage .1 cars fully accepting a rebuild could be in my future. Wasn't planning on it so quickly but owning a 997 with a naturally aspirated 4.0 was always my end game. Had I paid top dollar for a low mileage car I'm sure I'd feel differently.
12-15-2016, 09:07 AM
