Porsche training p10w 997 987 gen II engine repair

®

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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
911 Carrera (997) & Boxster/Cayman (987) 2nd Generation . . . . . . . . . . . . . . . . . . . . . . . . . . .2
911 Turbo (997) 2nd Generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Additional Notes – Tips For Engine Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Conversion Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5

911/987 Gen. II Engine Repair


911/987 Gen. II Engine Repair


Engine Type Designations
Engine Number Identification
Digit:

1 2 3

4 5 6 7 8

Example:

6 5 V

0 0 1 3 6

Engine Type: (6 = 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 4 (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) 2 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) 2
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) 2

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) 2
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) 2 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) 4
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) 4
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) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
General Information – 911 Carrera (997) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Pistons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Belt Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Camshaft Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Camshafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
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 Carrera/987 Engines
General Information – Boxster/Cayman (987)

Full-Load Curves Boxster – MA1.20

Full-Load Curves Boxster S – MA1.21
Similar to the new 911 Carrera models MY 2009, the second generation Boxster and Cayman models MY 2009
also use this new engine design. The displacement of the
new Boxster/Cayman engine has been increased from 2.7
liters to 2.9 liters to achieve an increase in power output
of 10 bhp to 255 bhp (188 kW) for the Boxster and 20
bhp to 265 bhp (195 kW) for the Cayman. In combination
with the new standard 6-speed manual transmission, the
basic versions now accelerate from 0 to 62 mph (100
km/h) in under 6 seconds.
The power output of the new Boxster/Cayman S models
has increased by 15 bhp to 310 bhp (228 kW) for the
Boxster S and by 25 bhp to 320 bhp (235 kW) for the
Cayman S, while the displacement has stayed the same at
3.4 liters. This increase is mainly due to direct fuel
injection (DFI). The Cayman models have higher power output and torque values compared to the Boxster models.
The result is better performance figures, which confirm
the superior positioning of the Cayman models with regard
to driving dynamics potential.

Full-Load Curves Cayman – MA1.20C

Engine Data
Full-Load Curves Cayman S – MA1.21C

911/987 Gen. II Engine Repair

Page 2.3


911 Carrera/987 Engines
General Information – 911 Carrera/S (997)

Engine Data

911 Carrera (997) Engine

Full-Load Curves 911 Carrera – MA1.02

911 Carrera S (997) Engine

Full-Load Curves 911 Carrera – MA1.01

A totally redesigned generation of engines is used for the
new 911 models. Although the displacement is the same
as on the previous models, the performance and torque
have been increased significantly, while fuel consumption
is reduced by approx. 15%.
This was primarily achieved through the use of direct fuel
injection (DFI), by reworking the intake and exhaust system
and by improving the engine internally in order to reduce
friction and drive losses. By reducing the oil pan height, it
was possible to lower the installation position of the
engines by approx. 10 mm, thereby lowering the vehicle’s

center of gravity and improving driving dynamics.

Page 2.4

911/987 Gen. II Engine Repair


911 Carrera/987 Engines
Crankcase
The engines feature a two-part, vertically split crankcase
with an integrated crankshaft thrust block. The advantage
of this design is that smaller components can be used,
while the separate bearing saddle with cast-in cast iron
elements is no longer needed, thereby reducing the overall
weight of the engine.

The actual crankcase on the new 911 engines is made
completely of an aluminum-silicon alloy (ALUSIL).
This procedure offers the following advantages:
• With ALUSIL, the crankcase can be made from one
cast, without cylinder sleeves and without having to
coat the cylinder bores afterwards.
• ALUSIL is an excellent heat conductor and therefore
allows high specific engine output values.
• ALUSIL has excellent friction properties. Since the
pistons and piston rings slide on the exposed silicon
crystals, they have a low tendency to seize.
• ALUSIL does not present any recycling problems
because the crankcase does not include any foreign
materials, e.g. cast-in cast iron cylinder sleeves.

The listed advantages of the alloy are certainly important
arguments in its favor. Indeed, the low-pressure chillcasting procedure, which has since proved to be the best
solution by far for casting ALUSIL, is an important prerequisite for reliable, mass-produced crankcase cast parts.

Cylinders are now connected differently in the cylinderhead cover area. The individual cylinders, which originally
stood freely in the water jacket (open deck design), are
now connected by a closed cylinder deck (closed deck
design). The advantage of this design is high cylinder
stability, particularly the cylinder shape (roundness and low
cylinder deformation) over a wide load and temperature
range. This has the added advantage of reducing friction
and thus reducing fuel consumption. Even piston and
piston-ring sealing has been improved as a result of the
higher retention of roundness of the cylinders. The entry of
oil from the crankcase into the combustion chambers and
the entry of the fuel-air mixture from the combustion
chambers into the crankcase is reduced. This both
improves consumption and reduces performance-inhibiting
overpressure caused by blow-by in the crankcase.

Notes:

911/987 Gen. II Engine Repair

Page 2.5


911 Carrera/987 Engines
Crankshaft/Crankshaft Bearings

The connecting rods (6) are forged and are split (cracked)
at the big end following machining. Both parts are aligned
with one another via the fractured surface. Although a
matching number is not needed for cracked connecting
rods because of the fact that each fractured surface has a
different shape, matching numbers are used here to
ensure process safety. During installation, it is important
to ensure that this data matrix code is facing the exhaust
side. The connecting rods are 140 mm long. The pistonpin circlips are secured with twist locks and have an additional hook for removal.

The drop-forged crankshaft runs in eight bearings and has
twelve counterweights. Main bearing 4 is designed as a
thrust bearing. Axial play is determined by two thrust
plates, which are inserted at the left and right of the
bearing.

Pistons

The main bearings are designed as plain bearings with a
diameter of 63 mm. Main bearings 1/3/5/7/8 are smooth
bearings, while main bearings 2/4/6 are grooved
bearings. These grooved bearings supply oil to the lubrication points of the crankshaft bearings.

The pistons are forged. Mixture formation and the direct
fuel injection (DFI) combustion process require a new
piston crown shape. The piston crown is a relatively large
part of the combustion chamber and has a major influence
on efficient combustion. Its shape also affects mixture
preparation and fresh fuel-air mixture stabilization in the

spark plug area during injection processes in the compression phase in particular.

The drive mechanism for the two drive chains for the
camshafts and demand-controlled oil pump is located on
the pulley side.
Connecting Rods

1
2
3
4
5
6
7
8

Plain compression ring
Stepped taper-faced ring
Oil scraper ring
Piston
Hook circlip
Connecting rod
Connecting rod bearing shell
Piston pin

Page 2.6

1
2
3

4
5
6
7
8

Manufacturer’s logo
Date of production
Manufacturer’s drawing number
Weight group
Arrow marking for intake side (visible on new pistons)
Data matrix code (faces the intake side)
Porsche part number
Dimensional group

Note!
> Original pistons from the Porsche Spare Parts Catalog
(PET) are only available in the dimensional group X.
> Observe the different weight groups.

911/987 Gen. II Engine Repair


911 Carrera/987 Engines
torsional vibration balancer with improved dynamic
properties also reduces the weight and torsional mass.
Markings and fixing bores have been applied to the pulley
and crankcase to facilitate various maintenance and repair
work.

Piston Cooling

Belt Tensioner

The piston crown temperature in the engines is reduced by
way of piston injection cooling. The spray nozzles are
forced-fitted into the crankcase and cannot be replaced.
To ensure the necessary engine oil pressure at low rpm
and high engine oil temperatures, these spray nozzles only
open at a higher oil pressure.
Belt Drive
The new maintenance-free, hydraulic belt tensioner with its
speed-proportional damping minimizes the belt vibrations
on the bearings in the system.

Notes:

The belt drive in the engines has been improved compared
with previous models through the following measures in
particular:
• Dual poly V-belt
• Light-alloy torsional vibration damper
• Maintenance-free hydraulic belt tensioner

The use of a 6-groove dual poly V-belt makes it easier to
drive the auxiliary units. As a result, two deflection rollers
used on the previous models are no longer needed,
thereby reducing the weight and torsional mass. The use
of plastic pulleys (on auxiliary units) and a redesigned

911/987 Gen. II Engine Repair

Page 2.7


911 Carrera/987 Engines
Cylinder Head

Cylinder Head Gasket

The cylinder heads in the new engines are designed as a
single piece without a separate housing for the hydraulic
bucket tappets. It was possible to reduce the weight of the
new cylinder heads compared to the previous models (twopart cylinder heads with a separate bucket tappet guide
housing) by using an improved casting process.

To ensure the excellent sealing quality of the surface of
the multi-layer steel seal, it is covered with high temperature-resistant plastic. The advantage of this steel seal is
that the heat can be conducted very well away from the
cylinder head.
Camshaft Bearing

1

Exhaust valve

2

Valve-seat ring, exhaust

3

Intake valve

4

Valve-seat ring, intake

5

Valve guide

6

Valve spring plate

7

Valve-stem seal

8

Valve spring, intake (inner)

9

Valve spring, intake (outer)

1 Bearing cover, inlet
2 Bearing cover, outlet

3 Dowel sleeve
4 Bottom bearing cover
5 Top bearing cover

The camshafts are supported in the cylinder head by
means of bearing saddles. To avoid confusion, the bearing
saddles are stamped with the matching numbers and the
letters “E” for intake and “A” for exhaust.

10 Valve spring plate
11 Valve guide
12 Valve spring plate
13 Valve-stem seal
14 Valve spring, exhaust (inner)
15 Valve spring, exhaust (outer)
16 Valve spring plate

Also in the intake ports and valve-seat rings have been
designed for optimized flow and production based on
extensive simulations and form the basis for achieving
high specific power and torque values. The intake and
exhaust camshafts have also been re-adjusted for
improved gas exchange. This allows both high maximum
torque and power output values as well as a high torque
even at low engine speeds.

Page 2.8

911/987 Gen. II Engine Repair

911 Carrera/987 Engines
Camshafts – 911 Carrera (997)

Cylinder Head Cover

The exhaust and intake camshafts are driven directly by
the crankshaft via one duplex roller-type chain each. On
the 3.6-liter engine, the intake valve lift is 3.6 mm (small)
and 10.5 mm (large). On the 3.8-liter engine, the small
valve lift is the same as on the 3.6-liter engine, while the
large valve lift is 11.0 mm. The exhaust valve lift is 10.35
mm on the 3.6-liter engine, and 11.00 mm on the 3.8-liter
engine.
The timing for both engines is as follows:
3.6 l engine

The cylinder head cover is a separate part made of light
alloy. To ensure excellent sealing, a rubber seal is fitted
between the cylinder head and cylinder head cover.

Intake opens, large stroke, 19° after top
late

11° after TDC

dead center (TDC)

Intake closes, large stroke, 62° after bottom
late

Camshafts – Boxster/Cayman (987)

3.8 l engine

59° after BDC

dead center (BDC)

Intake opens, small stroke, 44° after TDC

39° after TDC

late

The exhaust and intake camshafts are driven directly by
the crankshaft via one duplex roller-type chain each. On
the 2.9-liter engine, the intake valve lift is 3.6 mm (small)
and 10 mm (large). On the 3.4-liter engine, the small valve
lift is the same as on the 2.9-liter engine, while the large
valve lift is 10.5 mm. The exhaust valve lift is 9.7 mm on
the 2.9-liter engine, and 10.35 mm on the 3.4-liter engine.

Intake closes, small stroke, 14° before BDC

19° before BDC

Exhaust opens

40° before BDC

50° before BDC

Exhaust closes

3° after TDC

4° after TDC

Notes:

The timing for both engines is as follows:
2.9 l engine
Intake opens, large stroke, 18° after top
late

19° after TDC

dead center (TDC)

Intake closes, large stroke, 45° after bottom
late

3.4 l engine

62° after BDC

dead center (BDC)

Intake opens, small stroke, 38.5° after TDC

44° after TDC

late
Intake closes, small stroke, 18.5° before BDC 14° before BDC
Exhaust opens

34.5° before BDC 40° before BDC

Exhaust closes

0.5° after TDC

3° after TDC

911/987 Gen. II Engine Repair

Page 2.9


911 Carrera/987 Engines
Chain Drive

Timing Drive Mechanism

1 Camshaft drive, intake side, cylinder bank 1 - 3
2 Diamond washer
3 Camshaft drive, exhaust side, cylinder bank 1 - 3

The two timing chains are controlled by guide and

tensioning rails. Two hydraulic chain tensioners connected
to the engine oil circuit ensure the required tensioning of
both chains.

4 Timing chain, cylinder bank 1 - 3
5 Camshaft drive, intake side, cylinder bank 4 - 6
6 Diamond washer

Camshaft Control With Valve-lift Adjustment
(VarioCam Plus)

7 Camshaft drive, exhaust side, cylinder bank 4 - 6
8 Timing chain, cylinder bank 4 - 6

Another special feature of the new generation of engines
is that these engines no longer have an intermediate shaft.
This drive shaft, which was fitted between the crankshaft
and the camshafts on previous models, was required in
order to reduce the transmission ratio and thus the
dynamic forces of the timing chains. Through the use of
new, high-performance timing chains, it was possible to
simplify the drive mechanism for the camshafts in spite of
higher rpms, thereby reducing the weight of the engine
significantly by removing the intermediate shaft. Together
with an additional crankshaft bearing location, this allows
greater stability and a significantly higher engine speed
potential.

Page 2.10

The requirements imposed on engine design with regard
to customer requests for higher performance combined
with improved driving comfort, compliance with emission
regulations and reduced fuel consumption give rise to
conflicting design criteria. The development of VarioCam
Plus was therefore based on the idea of producing a
variable engine, which can be optimized for maximum
performance and also for regular driving in city traffic or
on secondary roads. A control system for the intake
camshaft to vary the opening and closing times in combination with a valve lift system is necessary.

911/987 Gen. II Engine Repair


911 Carrera/987 Engines
Camshaft Actuator

Fuel High-pressure Pump

The camshaft control principle is based on the principle of
a vane controller. The adjustment range is 40° crank
angle. The control unit determines the current position of
the camshaft in relation to the crankshaft (actual angle) on
the basis of the speed sensor signal and the Hall sender
signal. The position control in the control unit receives the
desired nominal angle via the programmed map values
(speed, load, engine temperature). A regulator in the
Motronic unit activates the 4-way proportional valve
according to the desired adjustment when there is a
difference between the nominal angle and actual angle.

Vacuum Pump

The fuel high-pressure pump is located on the cylinder
head of cylinder bank 1 to 3 and is driven by the outlet
camshaft.

The engines use a mechanical vacuum pump instead of a
conventional sucking jet pump to provide the vacuum for
the brake booster and various vacuum valves. This pump
is driven by the corresponding exhaust camshaft on the
right cylinder head (cylinder bank 4 to 6).

Notes:

911/987 Gen. II Engine Repair

Page 2.11


911 Carrera/987 Engines
Positive Crankcase Ventilation

Oil Supply

During combustion, every engine blows some of the
combustion gases past the piston towards the crankcase these gases are called blow-by gases. If these gases are
not drawn off, the pressure in the crankcase would
increase considerably. A vent connection is fitted in the
crankcase for this reason. For environmental protection
reasons, these gases are not released into the atmosphere but are sent back to the engine for combustion via

the intake system.

The oil supply in the new generation of engines has been
essentially redesigned with the following objectives in
mind:

Of course, these positive crankcase ventilation gases
contain a high proportion of engine oil and other combustion residues as well as a lot of fuel residues in some
cases. If these gases get into the intake duct, they will
contaminate the intake air and can then impair running
smoothness, exhaust emissions and reduce knock
resistance. It is obvious for these reasons why effective oil
separation is important for the engine.

• Additional oil extraction point in the cylinder head
• Electronic demand-controlled oil pump
• Additional watertight sheetmetal panel between
crankcase and oil pan

On the new flat engines this task is performed by the oil
mist separator, which consists of a pre-separator and a
fine separator.

• To ensure the supply of oil even during very high lateral
and axial acceleration
• To reduce friction and drive losses
The main differences between the new oil supply system
and that used on previous models are as follows:

Compared with the previous models, the new 987/997

engines engines have not only one, but two extraction
points in each cylinder head. In addition, the new engines
now have a total of 5 oil pumps instead of 3. These are
located in the oil pan and are driven by a shared shaft.
They include 4 extraction pumps for the cylinder heads (2
per cylinder head) and a new demand-controlled oil
pressure pump.
Demand-controlled Oil Pump

1

Oil filter cover

2

Sealing ring

3

Oil filter element

4

Heat exchanger

5

Oil mist separator

6

Seal

7

Pre-separator, top part

8

Seal

9

Pre-separator, bottom part

10 Pre-separator
Page 2.12

In order to reduce drive losses from auxiliary units and
improve the efficiency of the engine, while at the same
time reducing fuel consumption, the new 911 Carrera
models are fitted with an electronic demand-controlled oil
pump.
With this new oil pump, the delivery pressure and volume
is controlled for the entire engine map. In other words: the
required oil pressure and a defined oil volume is set for
each engine operating state (e.g. different engine speed
and load). The oil pump is integrated neatly in the oil pan
area and is driven directly by the crankshaft via a chain.

911/987 Gen. II Engine Repair


911 Carrera/987 Engines

Function
Depending on the input values for engine speed, engine
load, engine oil temperature and the expected change in
engine speed, a specific control valve (4) position is
defined using a map in the DME control unit. The control
valve position regulates the oil pressure for the spring
piston on the gear wheel, which can move in axial direction.
The oil pressure on the control piston is not regulated on
the other side. The control valve is open fully in the nonenergized state and as a result, the oil pressure is the
same on both sides, which means that the gear wheel will
not move. In other words: the pressure difference between
the spring piston and the control piston can be used to
control every position. When the gear wheel moves, the
teeth are still only partially engaged and as a result, power
and friction as well as energy requirements are reduced.

1 Drive wheel
2 Fixed gear wheel
3 Axially displaceable gear wheel
4 Control valve
A 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
1 Oil pan
2 Oil level and temperature sensor
3 Oil strainer
4 Oil pump, complete
5 Oil pressure pump
6 Pressure relief valve
7 Control valve
8 Oil return pumps
9 Pressure transmitter
10 Oil/water heat exchanger
11 Oil filter with bypass valve
12 Crankshaft
13 Piston
14 Piston spray nozzle
15 Chain tensioner
16 Inlet camshaft
17 Outlet camshaft

18
19
20
21
22
23
24
25
26
27
28
29
30
31
32

Camshaft bearing
Operating plunger
Hydraulic tappet
Scavenging restrictor
Camshaft controller
Solenoid valve for camshaft control
Solenoid valve for valve lift adjustment
Oil collection duct
Air/oil separator
Oil mist separator for
positive crankcase ventilation
Pre-separator
Restrictor for positive

crankcase ventilation
Vacuum control valve
Intake system connection
Oil filler neck

Cylinders
Main bearings
Grooved bearings
Plain bearings
Connecting-rod bearings
Pressure oil
Oil with high air content
Blow-by gases with oil mist
Blow-by gases without oil mist

Notes:

911/987 Gen. II Engine Repair

Page 2.15


911 Carrera/987 Engines
Cooling

Boxster/Cayman (987)

The cooling concept is an enhancement
based on the effective cylinder head
crossflow cooling used on previous models

and was developed to selectively cool the
hot spots in the cylinder head and
crankcase. The design and position of the
new coolant pump as well as the revamped
internal engine cooling ducts in particular in
the cylinder head are new.
The new coolant pump is no longer located
in the crankcase as an integral component,
but instead it is attached to the outside of
the crankcase on cylinder bank side 1-3 as
a separate module driven by the belt. The
advantage of this design is that it flexibly
adapts the size of the water pump and
reduces the maintenance costs if
maintenance is required. To adapt to the
improved engine performance and ensure
adequate engine cooling, the maximum
volume flow of the new pump has been
increased by approx. 20%.

911 Carrera (997)

Notes:

Page 2.16

911/987 Gen. II Engine Repair


911 Turbo Engine

Subject

Page

General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Full-Load Curves/Technical Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Pistons, Connecting Rods, Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Chain Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Pulley . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Timing Drive Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Camshaft Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Vacuum Pump/Fuel High-Pressure Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Positive Crankcase Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Demand Controlled Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Dynamic Engine Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17

911/987 Gen. II Engine Repair

Page 3.1