® AfterSales Training Engine Repair – 911/987 (Gen II) P10W Gen II Porsche AfterSales Training Student Name: Training Center Location: Instructor Name: Date: _ Important Notice: Some of the contents of this AfterSales Training brochure was originally written by Porsche AG for its restof-world English speaking market The electronic text and graphic files were then imported by Porsche Cars N.A, Inc and edited for content Some equipment and technical data listed in this publication may not be applicable for our market Specifications are subject to change without notice We have attempted to render the text within this publication to American English as best as we could We reserve the right to make changes without notice © 2010 Porsche Cars North America, Inc All Rights Reserved Reproduction or translation in whole or in part is not permitted without written authorization from publisher AfterSales Training Publications Dr Ing h.c F Porsche AG is the owner of numerous trademarks, both registered and unregistered, including without limitation the Porsche Crest®, Porsche®, Boxster®, Carrera®, Cayenne®, Cayman™, Panamera®, Tiptronic®, VarioCam®, PCM®, 911®, 4S®, FOUR, UNCOMPROMISED.SM and the model numbers and distinctive shapes of Porsche's automobiles such as, the federally registered 911 and Boxster automobiles The third party trademarks contained herein are the properties of their respective owners Specifications, performance standards, options, and other elements shown are subject to change without notice Some vehicles may be shown with non-U.S equipment Porsche recommends seat belt usage and observance of traffic laws at all times Printed in the USA Part Number - PNA P10 WDF 02 Edition - 3/10 Table of Contents Description Section Engine Type Designations 911 Carrera (997) & Boxster/Cayman (987) 2nd Generation 911 Turbo (997) 2nd Generation Additional Notes – Tips For Engine Assembly Conversion Charts 911/987 Gen II Engine Repair 911/987 Gen II Engine Repair Engine Type Designations Engine Number Identification Digit: Example: V 0 Engine Type: (6 = Cyl Engine) Engine Version: Model Year: Serial Number: Engine number is stamped on the bottom of the crankcase 911, Boxster and Cayman Engine Type Designations Since Model Year 1984 Model Year Engine Type Displ Liters Engine Power kW / HP * Installed In 1984 930.20 930.21 930.66 3.2 3.2 3.3 170/231 152/207 221/300 911 Carrera - RoW 911 Carrera - USA/Canada/Japan 911 Turbo - Worldwide 1985 930.20 930.21 930.26 930.66 3.2 3.2 3.2 3.3 170/231 152/207 170/231 221/300 911 Carrera - RoW FRG/USA/Canada/Japan (with catalytic converter) Sweden /Switzerland /AustraIia 911 Turbo - Worldwide 1986 930.20 930.21 930.26 930.66 930.68 3.2 3.2 3.2 3.3 3.3 170/231 152/207 170/231 221/300 208/282 911 Carrera - RoW 911 Carrera USA/Canada/Japan 911 Carrera Sweden./Switzerland/Australia R0W/Canada 911 Turbo - USA (with catalytic convverter) 1987 930.20 930.25 930.26 930.66 930.68 3.2 3.2 3.2 3.3 3.3 170/231 160/217 170/231 221/300 210/282 911 Carrera - RoW USA / Japan Sweden RoW/Canada USA (with catalytic converter) 1988 930.20 930.25 930.26 930.66 930.68 3.2 3.2 3.2 3.3 3.3 170/231 160/217 170/231 221/300 210/282 911 Carrera - RoW USA/Japan/Canada/Australia/RoW (with catalytic conv.) Sweden Turbo RoW Turbo USA/Canada 1989 930.20 930.25 930.66 930.68 M 64.01 3.2 3.2 3.3 3.3 3.6 170/231 160/217 221/300 210/282 184/250 911 Carrera - RoW USA/Canada/Japan/Australia/RoW (with catalytic conv.) 911 Turbo - RoW 911 Turbo - USA 911 Carrera (964) - Worldwide 1990 M 64.01 M 64.02 3.6 3.6 184/250 184/250 911 Carrera (964) 2/4 with manual transmission - Worldwide 911 Carrera (964) with tiptronic transmission - Worldwide 911/987 Gen II Engine Repair Page 1.1 Engine Type Designations Model Year Engine Type Displ Liters Engine Power kW / HP * Installed In 1991 M64.01 M64.02 M30.69 3.6 3.6 3.3 184/250 184/250 235/320 911 Carrera (964) 2/4 911 Carrera (964) 911 Turbo (964) 1992 M64.01 M64.02 M64.03 M30.69 3.6 3.6 3.6 3.3 184/250 184/250 191/260 235/320 911 Carrera (964) 2/4 911 Carrera (964) 911 Carrera (964) RS 911 Turbo (964) 1993 M64.01 M64.02 M64.03 M64.50 3.6 3.6 3.6 3.6 184/250 184/250 191/260 265/360 911 Carrera (964) 2/4 911 Carrera (964) 911 Carrera (964) RS 911 Turbo (964) 1994 M64.01 M64.02 M64.05 M64.06 M64.50 3.6 3.6 3.6 3.6 3.6 184/250 184/250 200/272 200/272 265/355 911 Carrera (964) 2/4 USA 911 Carrera (964) USA 911 Carrera (964) RoW 911 Carrera (964) RoW & Taiwan with Tiptronic 911 Turbo USA/CDN 1995 M64.05 M64.06 M64.20 M64.07 M64.08 3.6 3.6 3.7 3.6 3.6 200/272 200/272 220/300 200/272 200/272 911 Carrera (964) RoW 911 Carrera (964) RoW 911 Carrera (993) RS RoW 911 Carrera (993) USA 911 Carrera (993) USA 1996 M64.21 M64.22 M64.23 M64.24 M64.60 3.6 3.6 3.6 3.6 3.6 210/285 210/285 210/285 210/285 300/408 911 Carrera (993) /C4 /C4S RoW 911 Carrera (993) RoW Tiptronic 911 Carrera (993) /C4/C4S USA 911 Carrera (993) USA Tiptronic 911 Turbo (993) RoW and USA/CDN 1997 M64.21 M64.22 M64.23 M64.24 M64.60 M96.20 3.6 3.6 3.6 3.6 3.6 2.5 210/285 210/285 210/285 210/285 300/408 150/204 911 Carrera (993) /C4 /C4S RoW 911 Carrera (993) RoW Tiptronic 911 Carrera (993) /C4/C4S USA 911 Carrera (993) USA Tiptronic 911 Turbo (993) RoW and USA/CDN Boxster (986) 1998 M64.21 M64.22 M64.23 M64.24 M64.60 M96.20 3.6 3.6 3.6 3.6 3.6 2.5 210/285 210/285 210/285 210/285 300/408 150/204 911 Carrera (993) /C4/C4S RoW 911 Carrera (993) RoW Tiptronic 911 Carrera (993) /C4 & C4S USA/CDN 911 Carrera (993) USA/CDN Tiptronic 911 Turbo (993) RoW and USA/CDN Boxster (986) 1999 M96.01 M96.20 3.4 2.5 220/296 150/204 911 Carrera (996) Boxster (986) 2000 M96.01 M96.02 M96.04 M96.22 M96.21 3.4 3.4 3.4 2.7 3.2 220/296 220/296 220/296 162/217 185/250 911 Carrera (996) 911 Carrera (996) 911 Carrera (996) 2/4 Boxster (986) Boxster S (986) Page 1.2 911/987 Gen II Engine Repair Engine Type Designations Model Year Engine Type Displ Liters Engine Power kW / HP * Installed In 2001 M96.01 M96.02 M96.04 M96.22 M96.21 M96.70 M96.70S 3.4 3.4 3.4 2.7 3.2 3.6 3.6 220/296 220/296 220/296 162/217 185/250 309/414 340/456 911 Carrera (996) 911 Carrera (996) 911 Carrera (996) 2/4 Boxster (986) Boxster S (986) 911 Turbo (996) 911 GT2 (996) 2002 M96.03 M96.22 M96.21 M96.70 M96.70S 3.6 2.7 3.2 3.6 3.6 232/310 162/217 185/250 309/414 340/456 911 Carrera (996) 2/4/4S Boxster (986) Boxster S (986) 911 Turbo (996) 911 GT2 (996) 2003 M96.03 M96.23 M96.24 M96.70 M96.70S 3.6 2.7 3.2 3.6 3.6 235/315 168/225 191/256 309/414 340/456 911 Carrera (996) 2/4/4S Boxster (986) Boxster S (986) 911 Turbo (996) 911 GT2 (996) 2004 M96.03 M96.23 M96.24 M96.70 M96.70S M96.79 3.6 2.7 3.2 3.6 3.6 3.6 235/315 168/225 191/256 309/414 340/456 280/381 911 Carrera (996) 2/4/4S Boxster (986) Boxster S (986) 911 Turbo (996) 911 GT2 (996) 911 GT3 (996) 2005 M96.03 M96.05 M97.01 M96.25 M96.26 M96.70 M96.70S M96.79 3.6 3.6 3.8 2.7 3.2 3.6 3.6 3.6 235/315 239/325 261/355 176/240 206/280 309/414 340/456 280/381 911 Carrera (996) 2/4/4S 911 Carrera (997) 911 Carrera S (997) Boxster (987) Boxster S (987) 911 Turbo (996) 911 GT2 (996) 911 GT3 (996) 2006 M96.05 M97.01 M96.25 M96.26 M97.21 3.6 3.8 2.7 3.2 3.4 239/325 261/355 176/240 206/280 217/295 911 Carrera 2/4 (997) 911 Carrera 2/4 S (997) Boxster (987) Boxster S (987) Cayman S (987) 2007 M96.05 M97.01 M97.01S M97.20 M97.21 M97.20 M97.21 M97.70 M97.76 3.6 3.8 3.8 2.7 3.4 2.7 3.4 3.6 3.6 239/325 261/355 280/381 180/245 217/295 180/245 217/295 353/480 305/415 911 Carrera 2/4 (997) 911 Carrera 2/4 S (997) 911 Carrera S 2/4 S (997) with X51 Option Boxster (987) Boxster S (987) Cayman (987) Cayman S (987) 911 Turbo (997) 911 GT3 (997) 911/987 Gen II Engine Repair Page 1.3 Engine Type Designations Model Year Engine Type Displ Liters Engine Power kW / HP * Installed In 2008 M96.05 M97.01 M97.01S M97.20 M97.21 M97.20 M97.21 M97.70 M97.70S M97.76 3.6 3.8 3.8 2.7 3.4 2.7 3.4 3.6 3.6 3.6 239/325 261/355 280/381 180/245 217/295 180/245 217/295 353/480 390/530 305/415 911 Carrera 2/4 (997) 911 Carrera 2/4 S (997) 911 Carrera S 2/4 S (997) with X51 Option Boxster (987) Boxster S (987) Cayman (987) Cayman S (987) 911 Turbo (997) 911 GT2 (997) 911 GT3 (997) 2009 MA1.02 MA1.01 MA1.20 MA1.21 MA1.20C MA1.21C M97.70 M97.70S 3.6 3.8 2.9 3.4 2.9 3.4 3.6 3.6 254/345 283/385 188/255 229/310 195/265 236/320 353/480 390/530 911 Carrera 2/4 (997) 911 Carrera 2/4 S (997) Boxster (987) Boxster S (987) Cayman (987) Cayman S (987) 911 Turbo (997) 911 GT2 (997) 2010 MA1.02 MA1.01 MA1.20 MA1.21 MA1.20C MA1.21C MA1.70 M97.77 3.6 3.8 2.9 3.4 2.9 3.4 3.8 3.6 254/345 283/385 188/255 229/310 195/265 236/320 368/500 320/435 911 Carrera 2/4 (997) 911 Carrera 2/4 S (997) Boxster (987) Boxster S (987) Cayman (987) Cayman S (987) 911 Turbo (997) 911 GT3 (997) * The HP number over the years has been listed in SAE or DIN (Kw to SAE HP factor is x 1.34, SAE HP to DIN HP factor is x 1.014) Page 1.4 911/987 Gen II Engine Repair 911 Carrera/987 Engines Subject Page General Information – Boxster/Cayman (987) General Information – 911 Carrera (997) Crankcase Crankshaft Pistons Belt Drive Cylinder Head Camshaft Bearings Camshafts Chain Drive 10 Camshaft Control 10 Vacuum Pump 11 Fuel Pump 11 Positve Crankcase Ventilation 12 Oil Supply 12 Oil Circuit 14 Cooling 16 911/987 Gen II Engine Repair Page 2.1 911 Carrera/987 Engines Notes: Page 2.2 911/987 Gen II Engine Repair 911 Turbo Engine Cooling System - Turbocharger - - Turbocharger - 3 - Oil-water heat exchanger - Run-on pump - Coolant shutoff valve - PDK heat exchanger - Heat exchanger - Radiator, right - Radiator, left 10 - Centre radiator A - Thermostat slide open B - Thermostat slide closed Like in the previous model, the new 911 Turbo also features water cooling of the cylinders and cylinder heads based on the cross-flow principle with the water flowing from the hot to the cold side This principle achieves a homogeneous temperature distribution with even loads on the components Despite the high cooling requirement, the engine of the new 911 Turbo makes with just one oil-water heat exchanger, although this is larger than the one used in the 911 Carrera The heat from the coolant is dissipated to the environment by means of two side radiator modules and one center radiator module in the front apron Sufficient supply of coolant to the turbochargers is possible only to a restricted extent at low engine speeds and therefore at low water pump speeds of the conventional water pump as well as with a stopped engine This is particularly the case after heavy engine loading As a result, coking of the lubricating oil in the bearing case and on the turbine shafts is only prevented to a limited extent Here, the electrically operated additional pump supports coolant throughput and also ensures sufficient cooling of the turbocharger under these operating conditions The water pump has been largely adopted from the current 911 Carrera engines and is attached as a separate module to the outside of the crankcase on cylinder bank side 1-3 To adapt to the improved engine performance and ensure adequate engine cooling, the new 911 Turbo features a water pump with increased volume flow This is achieved by enlarging the water pump impeller As in the previous model, the bearing housings of the turbochargers in the new 911 Turbo are also cooled with water This is done by a separate electrically operated water pump The pump increases water throughput at low engine speeds to meet the cooling requirement It also permits efficient cooling of the highly loaded turbochargers even when the engine is stopped after the vehicle has been driven with high power demands Page 3.16 911/987 Gen II Engine Repair 911 Turbo Engine Dynamic Engine Mounting Note! To further improve the driving dynamics as well as the driving and vibration comfort, the optional Sport Chrono Package Turbo also includes dynamic engine mountings The dynamic engine mountings automatically adjust rigidity and damping depending on the driving situation This variability eliminates apparent contradictions The dynamic engine mountings improve both driving dynamics and driving comfort They significantly minimize the transmission of vibrations in the entire drive unit and in particular of the engine to the body The system does this using a magnetizable (MRF) damper fluid and an electrically generated magnetic field Using a defined electric current, a magnetic field is generated and the particles in the fluid are magnetized to a greater or lesser extent This changes the viscosity of the fluid and the engine mountings are made harder or softer Magnetorheological fluids (MRF) are flowable suspensions (Latin: suspendere to suspend) whose consistency can be changed quickly and steplessly between liquid and solid by a magnetic field Such materials can be used for a large number of applications (e.g adjustable shock absorbers and vibration dampers) An MRF is a suspension of small, magnetically polarizable particles that are finely distributed in a carrier fluid These particles are normally iron particles in an oil, such as mineral or silicone oil The particles are polarized in a magnetic field and align themselves in chains along the lines of magnetic flow The suspension becomes more viscous as a result of such a structure formation, whereby the viscosity increases as a function of the field strength This effect can take place within a few thousandths of a second After the magnetic field is switched off, the solidified material returns to its initial fluid state Operating Principle In racing vehicles, the drive units (engine and transmission) are bolted to the body without engine and transmission mountings (unit mountings) for high driving dynamics In road vehicles, unit mountings with harder or softer tuning are used depending on the required level of comfort Dynamic driving situations, e.g braking and steering into a corner or a series of alternating bends, produce a high level of relative motion between the drive unit and the body with conventional unit mountings The engine mountings play a major role here, particularly in vehicles with a rear engine where the mountings are located far to the rear When braking before a corner, the vehicle is subject to delayed lifting with conventional engine mountings on the rear axle due to the mass moment of inertia of the engine and the flexibility of the engine mountings The result is a reduced wheel load and lower braking potential on the rear axle This effect is intensified on uneven road surfaces in particular due to the instability of the entire system The dynamic engine mountings minimize this effect and produce more stable braking with increased braking potential on the rear axle 911/987 Gen II Engine Repair Page 3.17 911 Turbo Engine When steering into a corner, the vehicle follows the steering movement directly However, the engine tries to continue following a straight line in accordance with the principle of mass moment of inertia The engine will only follow the steering direction once the elasticity in the engine mountings has been overcome In the case of vehicles with a rear engine, the result is a delayed momentum on the rear axle, which in turn produces an oversteer tendency when driving very dynamically In this driving situation, the dynamic engine mountings are automatically set to hard There is no delayed momentum and the vehicle can move more precisely and without disruptive side effects in extreme driving situations, just like a racing car To reduce the effects of the mass moment of inertia of the engine, damping of the dynamic engine mountings is also increased when driving through a series of alternating bends and in the event of load changes This reduces “pushing” from the rear and allows more stable and precise handling The dynamic engine mountings also offer significant advantages during acceleration from a standing start and at full throttle Vertical engine vibrations are largely reduced The result is more uniform and higher drive power at the rear axle with higher traction and better acceleration At low speeds and for comfort-orientated driving, the dynamic engine mountings are made softer according to the condition of the road surface This reduces the amount of natural vibrations from the engine to the body and therefore to the passenger compartment, particularly when driving on poor road surfaces The result is enhanced driving comfort with reduced vibration When there is no current flowing through the coil, the fluid has a relatively low viscosity and the flow resistance is low The mountings have low rigidity and damping and are thus soft When a defined current is applied to the coil, the iron particles in powder form in the fluid are magnetized and join together to create chains The fluid becomes viscous and the flow resistance high The mountings are then characterized by high rigidity and damping and are therefore hard The system is controlled by a separate control unit with a highly dynamic control loop and response times of just a few milliseconds when switching between soft and hard engine mountings A large amount of information is processed, including the steering angle, lateral, longitudinal and vertical acceleration as well as the fluid pressure in the respective engine mounting To ensure excellent driving dynamics and functionality, vehicles with dynamic unit mountings feature separate and independent control of the right and left engine mountings The control strategy of the dynamic engine mountings is also influenced by the PSM vehicle stability system pre-setting System Components: • magnetorheological engine mountings with integrated sensors and control • control unit with corresponding power electronics Engine mounting consists of: Connection dimensions (interface between body and engine carrier) Function of Unit Mountings The control unit includes: The dynamic engine mountings contain an electric coil and two chambers filled with magnetorheological fluid The upper chamber is coupled to the body, while the lower chamber is connected to the drive unit The chambers are connected to each other by means of an annular gap The electric coil is located directly next to this annular gap Relative motion between the engine and the body presses the fluid through the annular gap An electromagnetic field is generated in this annular gap by a defined electric current through the coil The viscosity of the magnetorheological fluid then changes and the engine mountings are made softer or harder • Controller functionalities (situation detection, safety logic) • Sensor system (body acceleration signal from the PASM control unit) • Actuator (one coil per engine mounting) • CAN Drive • Power electronics Page 3.18 911/987 Gen II Engine Repair 911 Turbo Engine “Dynamic engine mounting” allows the stiffness and damping to be varied continuously on both engine mountings (left and right) in accordance with the detected driving situation This reduces or minimizes the unit movements and modes caused by road and drivetrain excitations These system adaptations lead to improvements in the driving dynamics (traction, handling) and driving comfort (initial spring response, jerking, jitter) Driving Situation Detection The prevailing driving situation is detected by an algorithm in order to optimally adapt mounting control to the respective situation The following situations can be detected: • • • • • • • • Level road surface (Normal) Level road surface (Sport) Poor undulating road surface Rapid increase in engine torque (pedal potentiometer) Rapid reduction in engine torque (pedal potentiometer) Racetrack driving Full braking Rapid acceleration (racing start) Note! Depending on the function setting – PSM ON / Sport Chrono (SC) OFF / SC+TC (Traction Control) OFF – the pre-set damping of the engine mountings is decreased or increased as required for sporty driving In the sportiest setting SC+TC OFF, for example, a control strategy suitable for race circuits with very high damping of the engine mountings is selected A - Engine mounting installation position B - Control unit installation position for Cabriolet C - Control unit installation position for Coupe The control algorithms for driving situation detection and control of the unit mountings are processed in the control unit The control unit functions include the following: • • • • • • • • • Reading, filtering and quantifying the input signals Supplying the algorithm for driving situation detection Supplying the algorithm for the unit mountings Executing the algorithms Executing the diagnostic functions Fault detection and fault management Actuation of the mountings Output of the fault status to the instrument cluster Communication in the CAN network The control parameters of the algorithm are adapted on the basis of the detected driving situation This ensures that the required stiffness and damping can be adjusted continuously at all times Note! Explanation of algorithms: Algorithms are exactly defined rules or procedures for solving a task in a finite number of steps 911/987 Gen II Engine Repair Page 3.19 911 Turbo Engine Notes: Page 3.20 911/987 Gen II Engine Repair Additional Notes 911/987 Gen II Engine Repair Page 4.1 Additional Notes Page 4.2 911/987 Gen II Engine Repair Additional Notes 911/987 Gen II Engine Repair Page 4.3 Additional Notes Page 4.4 911/987 Gen II Engine Repair Additional Notes 911/987 Gen II Engine Repair Page 4.5 Additional Notes Notes: Page 4.6 911/987 Gen II Engine Repair Conversion Charts Metric Conversion Formulas Temperature Conversion INCH X MM X MILE X KM (KILOMETER) X OUNCE X GRAM X POUND (lb) X kg (KILOGRAM) X CUBIC INCH X cc (CUBIC CENTIMETER) X LITERS X CUBIC FEET (cu.ft.) X CUBIC METERS X FOOTPOUND(ft lb) X Nm (NEWTON METER) X HORSEPOWER (SAE) X HORSEPOWER (DIN) X Kw (KILOWATT) X HORSEPOWER (SAE) X MPG (MILES PER GALLON) X BAR X PSI (POUND SQUARE INCH) X GALLON X LITER X FAHRENHEIT CELSIUS X 25.4 0394 1.609 621 28.35 0352 454 2.2046 16.387 061 0353 28.317 35.315 1.3558 7376 746 9861 1.34 1.014 4251 14.5 0689 3.7854 2642 32÷1.8 1.8+32 911/987 Gen II Engine Repair = = = = = = = = = = = = = = = = = = = = = = = = = = MM INCH KILOMETER (KM) MILE GRAM OUNCE KILOGRAM (kg) lb (POUND) CUBIC CENTIMETER (cc) CUBIC INCH CUBIC FEET (cu.ft.) LITERS CUBIC FEET (cu.ft.) NEWTON METER (Nm) ft lb (FOOT POUND) KILOWATT (Kw) HORSEPOWER (SAE) HORSEPOWER (SAE) HORSEPOWER (DIN) Km/l (KILOMETER PER LITER) POUND/SQ INCH (PSI) BAR LITER GALLON CELSIUS FAHRENHEIT Page 5.1 Conversion Charts Notes: Page 5.2 911/987 Gen II Engine Repair Part Number - PNA P10 WDF 02 ... 16 911 /987 Gen II Engine Repair Page 2.1 911 Carrera /987 Engines Notes: Page 2.2 911 /987 Gen II Engine Repair 911 Carrera /987 Engines General Information – Boxster/Cayman (987) Full-Load... 911 /987 Gen II Engine Repair 911 /987 Gen II Engine Repair Engine Type Designations Engine Number Identification Digit: Example: V 0 Engine Type: (6 = Cyl Engine) Engine Version: Model... De-energized B Fully energized 911 /987 Gen II Engine Repair Page 2.13 911 Carrera /987 Engines Oil Circuit Page 2.14 911 /987 Gen II Engine Repair 911 Carrera /987 Engines Legend for Oil Circuit Oil pan