MFI & Early Carb Engines
MFI engines are expensive to rebuild. Porsche started using Magnesium for their engine casting in 1969 and while it proved light and durable in the short term, these engines are now very old and require much gusseting and preparation to the case to make them reliable. Further more, the complicated and expensive MFI system is difficult to get right unless all components are working as they should. We have built many MFI engines at RSR, everything from the very earliest 69s to later 74 Carreras. It really is our bag. There is only one way to build these engines to ensure reliability and correct operation.
911 SC, 2.7S, 3.0 Carrera Engines
With the development of CIS , an electromechanical constant injection system developed by Bosch. Porsche moved away from MFI for the 911 engine due to emissions regulations. The CIS system works , but needs to be working correctly for it to make for and efficient running engine. All these systems are checked at rebuild time and we have a full set of CIS fuel pressure test equipment to ensure they are working before rebuild work starts. Porsche re-introduced aluminium into its casting process from the 3.0 Carrera on which proved a good move as the capacity of the engine increased so did the demand on the cases.
930 Turbo Engine
The 930 turbo engine is a very complicated beast, there are many components added to it in order for it to work. You only need to look in the engine bay of a 930 to realise how much larger, due to the added components, it is versus an early engine. We have a soft spot at RSR for these and is one of the most common builds we get here.
3.2 Carrera Engine
Having owned a few of these myself, they are a solid classic car with a basic fuel system that performs well in all conditions. A good looking engine and Porsches first leap into non-sequential motronic fuel injection. These engines are solid and reliable but tend to wear piston rings due to the bank fire nature of the fuel injection washing the bores on short journeys. They tend to snap the dilivar head studs fitted to the lower half of the banks over time and this usually results in customers coming to see us for an engine build
My personal favourite, an engine that was loathed for its oil leaks. With the increase in studd spacing and bore size to 100mm these engines would suffer with leaky heads. Porsche remedied this problem by fitting later liners in the G64 02 engines to solve this issue. A fairly tourqy engine with a 76.4mm stroke makes for easy progress. We can do many things with these engines as we have built all variants from stock to custom 4.1l items
The Porsche 993 was the last air cooled engine Porsche produced before they had to change to a water cooled variant due to the increased pressure from The TUV. The pinnacle of air-cooled road car engineering incorporating varioram into its last iteration it is an engineering masterclass.