3.8 Replacement Motors

[The Radium King]

that makes sense. interesting read here too:

Bore scoring on refurbished engine - PistonHeads

where they suggest piston and cylinder coating changes may also play a role. they also state that low rpm, high torque situations are the culprit (situations facilitated by improvements to variocam, and another reason why forced induction cars have such finite lifetimes); I presume your increased displacement builds offset potential damage from increased rod angle by using improved linings?

[Jake Raby]

Originally Posted by The Radium King

that makes sense. interesting read here too:

Bore scoring on refurbished engine - PistonHeads

where they suggest piston and cylinder coating changes may also play a role. they also state that low rpm, high torque situations are the culprit (situations facilitated by improvements to variocam, and another reason why forced induction cars have such finite lifetimes); I presume your increased displacement builds offset potential damage from increased rod angle by using improved linings?

Our exclusive use of Nikisil plating in all engines eliminates cylinder scoring and accelerated wear. This is not a coating, like others, it is a very hard, wear resistant, friction resistant plating process that couples Nickel, Silicon and Carbide into one super durable wear surface.

This is not new, Porsche has utilized it for decades with all the engines that do not fail, the ones without radiators and even the Mezger based GT3 and TT engine use it, along with the Cayenne TT engines.

Its just expensive.

[Mark_T]

Originally Posted by Jake Raby

Our exclusive use of Nikisil plating in all engines eliminates cylinder scoring and accelerated wear. This is not a coating, like others, it is a very hard, wear resistant, friction resistant plating process that couples Nickel, Silicon and Carbide into one super durable wear surface.

A request for clarification... Are you quoting someone, Jake, or are you claiming exclusive use of Nikisil?

[The Radium King]

or, he only uses nikasil in his engines. ie, he uses it exclusively. the other interpretation seems off, as anyone can have there cyls lined with nikasil from lne.

of course, I am neither jake nor do I speak for him, but I am an honorary cadet with the grammar police.

[pk2]

Originally Posted by The Radium King

or, he only uses nikasil in his engines. ie, he uses it exclusively. the other interpretation seems off, as anyone can have there cyls lined with nikasil from lne.

of course, I am neither jake nor do I speak for him, but I am an honorary cadet with the grammar police.

OMG Please don't proof my posts, I'm dyslexic as all _ell.

Guess the question remains, are these early 3.6s crap?

Best regards, pk

[Perfectlap]

Originally Posted by pk2

OMG Please don't proof my posts, I'm dyslexic as all _ell.

Guess the question remains, are these early 3.6s crap?

Best regards, pk

Porsche needed to make a profit. They're over-building of engines days nearly put them into bankruptcy. The early water-cooled would have been decent engines if you removed the Porsche premium and priced them like the short-cutted engines they all are.

If I had to do it again, I probably would have put my Boxster money towards a 996 GT3 (once depreciation set in of course).
At end of the day, the monetary value of a Porsche comes almost entirely from its engine. But I'd still need to Boxster/roadster which the GT3 will never be. But as a powerful, good for the long-haul, converted grand touring? it has its merits.

[ekam]

Originally Posted by Perfectlap

At end of the day, the monetary value of a Porsche comes almost entirely from its engine.

Not entirely true. For Ferraris yes because you're literally paying for the sound of the engine. With Porsches you pay for the direct steering, awesome brakes and suspension tuning.

[The Radium King]

if you read the thread on pistonheads it talks about when Porsche changed linings. from what I understand from that thread it goes like this:

nikasil - pre m96 engines, aftermarket replacement (ie, lne)
lokasil - m96, m97.1 engines
alusil - m97.2 engines

apparently lokasil is the bad one, but the thread also goes on to say:

"Boxsters up to 3.2 and 3.4 996 engines do not suffer the problem (despite also running in Lokasil) and bank one is much less vulnerable ..."

this gives credence to jack's post regarding rod angle; the 3.2 and 3.4 share the same bottom end and just different bores, but the 3.6 strokes it and the 3.8 is a bored 3.6. so the stroking increases rod angle and must dramatically increase scoring. note that the m96 and m97 3.6 share the same crank (ie, the m96 3.6 is not a bored 3.4).

the other thing is the statement regarding banks, which indicates to me that cooling is an issue, and supports the idea that anything you can do to improve cooling is a good thing.

long story short, the 3.6, even the early ones, seem to be as subject to scoring.

ps, i'm not jack. I just read a lot. and have a 3.6 that i'm worrying about.

[Jake Raby]

I was stating that all of the engines that we create exclusively use LN Engineering "Nickies" (Nikisil plated) billet aluminum cylinders.

No engines retain Lokisil bores, or otherwise. This goes for all M96/ M97/ 9A1 (DFI) and Cayenne engines.

I assisted with the founding of LN Engineering and used the very first set of "Nickies" ever manufactured- They reside in the 914 based engine found in my personal 356 Outlaw today.

The only engines that leave this facility with factory cylinders are those that we have repaired that had acceptable cylinder wear and only needed some other extensive "repair" carried out. These are the engines that do not have a budget for reconstruction, or do not require it to resolve their internal issues. A good example of this would be an engine that has low mileage and loses an IMS bearing with limited collateral damages. We would disassemble the entire engine, replace the IMS with our upgraded unit, then install an IMS Solution, upgrade to ARP rod bolts, replace bearings and timing chains and save the owner at least 10K bucks.

Otherwise we use Nickies and I won't even consider any other solution. We developed these products from nothing and have used more than anyone in the world 20X over.

[pk2]

Originally Posted by The Radium King

if you read the thread on pistonheads it talks about when Porsche changed linings. from what I understand from that thread it goes like this:

....

long story short, the 3.6, even the early ones, seem to be as subject to scoring.

ps, i'm not jack. I just read a lot. and have a 3.6 that i'm worrying about.

What then is the symptom of scoring? is it just a gradual loss of compression? or a catastrophic failure. Will a simple compression check Identify evidence of scoring. This motor apparently has 36k miles. At what point does scoring really become an issue.

Regards, PK