We care for your Porsche

Each stage of work is fully documented to create a 12 page internal record.

After an initial cosmetic check of the car we carry out a first assessment to satisfy ourselves ensure that there is an internal engine fault and that a re-build is necessary, (over the years we've had several cars arrive for re-builds but found early on that the faults lay elsewhere and have saved customers considerable unnecessary expense.) This may include oil analysis, cylinder bore imaging, DME analysis, combustion gas test, etc.

Once satisfied we remove the engine and gearbox as one unit then remove the ancillaries which get stored on pallets in our internal storage facility.

The "long motor" is then transferred to the engine team who strip and fully assess it. The picture below shows one engine stripped which takes up 2 bays of racking.The strip down room can accommodate 7 stripped engines.

An internal meeting then follows to establish the "essential repair" elements, i.e. the minimum level of work needed to return the engine to a serviceable condition - this covers the initial fault and any areas needing imminent attention. We then turn our attention to other weak spots and identify further optional work to strengthen other areas of the engine which the customer may wish to consider. Typically this may cover a new intermediate shaft bearing, cylinder strengthening, new crank bearings, timing chains, cylinder head overhauls, pistons etc. We also look at other areas which are easier to address with the engine removed which may reduce the customers long term running costs.

We use a spread sheet system to price up the various options then speak to the customer to discuss our findings and how to proceed. We can convey the information at all technical levels and discuss the engine at length so that even those with no mechanical knowledge are able to make informed decisions best to suit their situation and future plans for the car.

The components then go through 3 separate cleaning processes and any necessary re-working in our precision in-house machine shop after which they're transferred to the assembly rooms.

The engine is then re-assembled in our plastic lined "clean" rooms. These are deliberately away from our main workshop & engineering areas to avoid the fall out of typical workshops like dirt, metal cuttings, noise, distraction etc.


The assembled long motor is passed back to the workshop where the ancillaries are checked and re-fitted and then the engine & gearbox assembly is fitted to the car.

Once running a thorough test program takes place involving at least 5 test drives with subsequent check over's.

Internal engine test bed facilities are currently under construction to provide an additional test system.

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PRICES ARE CURRENTLY CONSTANTLY BEING REVIEWED AGAINST A BACK-DROP OF FLUCTUATING PARTS PRICES - PLEASE CALL FOR AN UP TO DATE PRICE FOR YOUR VEHICLE (Tel: 01204 302809 - OPTION 1).

Porsche Boxster Engine Problem Costs/Porsche 911 Engine Problem Prices/Porsche Cayman Engine Fault Costs:

No two re-builds are exactly the same, but as a starting point the common Porsche engine issues of this nature all require a re-build so we have a starting price for a basic 911 engine rebuild, Boxster engine rebuild, & Cayman engine rebuild (please note that the "from" prices are starting prices and there can be considerable differences across the model range). We also have "Package Prices" for common requested clusters of work which the majority of customers lean toward:

Individual Starting Prices:

Base Engine Rebuild (Engine Only): £2700 + VAT
Comprising of: Strip engine, clean & prepare for re-build, re-assemble with all new gaskets/seals (except valve stem oil seals at this stage).

Base Engine Rebuild (Car & Engine): £3995 + VAT
Comprising of: Remove engine & gearbox assembly, remove ancillaries and strip to long motor, strip engine, clean & prepare for re-build, re-assemble with all new gaskets/seals (except valve stem oil seals at this stage), strip & check induction system for debris, re-assemble induction system & fit to engine, re-fit all ancillaries, re-fit engine & gearbox assembly to car, get running with new Porsche approved oil, filter, coolant, power steering fluid, carry out air conditioning re-gas if needed & thoroughly road test (several journeys covering around 50 miles) & check over. A rolling road facility is currently being installed to offer an additional alternative test facility.

This initial Porsche engine re-build price doesn't cover the cost of the internals needed to repair the damage such as the 997 scored cylinder or Boxster IMS bearing failure so additional costs are then applied to address the actual engine issue. We operate a flexible pricing system and we're happy to discuss common scenarios but the table below covers typical areas:

Option a) 1 x New Cylinder : £650 + VAT
Hartech closed deck aluminium alloy cylinder with Nikasil plating fitted to a stripped engine.

Option b) 2 x New Cylinders (In Same Half): £1200 + VAT
Hartech closed deck aluminium alloy cylinders with Nikasil plating fitted to a stripped engine.

Option c) 3 x New Cylinders (In Same Half): £1500 + VAT 
Hartech closed deck aluminium alloy cylinders with Nikasil plating fitted to a stripped engine.

Option d) 6 x New Cylinders: £2700 + VAT
Hartech closed deck aluminium alloy cylinders with Nikasil plating fitted to a stripped engine.

New Latest Design Porsche Intermediate Shaft: From £910 + VAT

New Crank Shaft Bearing Set: From £130 + VAT

New Timing Chain Set: From £300 + VAT

New Piston: From £210 + VAT

Basic Cylinder Head Overhaul (strip down, de-coke heads & valves, re-lap valves to seats, skim & re-assemble with new valve stem oil seals): £200 + VAT Per Head

Common Package Example Prices (Based on a 2006 997 3.8):

ENGINE ONLY (BARE LONG MOTOR WITH ANCILLARIES ALREADY REMOVED):

Rebuild with:

All new high strength aluminium alloy nickel silicon plated closed deck wet liners (all 6 cylinders).

New performance piston set with new rings.

New crank shaft main & thrust bearing set.

New performance big end bearing set.

New timing chain set with new guide rails.

New intermediate shaft bearing. (Assuming already running the late 2005 onwards version with larger bearing).

Basic cylinder head overhauls (strip down, de-coke heads & valves, re-lap valves to seats, skim & re-assemble with new valve stem oil seals).

New lower temperature thermostat.

£8700 + VAT 

ENGINE WITH CAR:

Remove engine, strip, clean & prepare for re-assembly, re-assemble with all new gaskets & seals, strip & clean ancillaries, re-fit to engine, re-fit unit to car, re-commission with new fluids, a/c re-charge etc. & test.

All new high strength aluminium alloy nickel silicon plated closed deck wet liners (all 6 cylinders).

New performance piston set with new rings.

New crank shaft main & thrust bearing set.

New performance big end bearing set.

New timing chain set with new guide rails.

New intermediate shaft bearing. (Assuming already running the late 2005 onwards version with larger bearing).

Basic cylinder head overhauls (strip down, de-coke heads & valves, re-lap valves to seats, skim & re-assemble with new valve stem oil seals).

New lower temperature thermostat.

New spark plug set.

£10000 + VAT

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The typical problems affecting Porsche water cooled engines from 1997 to 2008 are:

Scored Cylinders

Cracked Cylinders

IMS Bearing Failure

Crank Bearing Failure

Snapped Timing Chain

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Hartech Replacement Porsche 911 Cylinders / Hartech Replacement Porsche Cayman S Liners

To save the cost of a complete engine or Porsche cylinder block / Porsche crankcases Hartech have been successfully manufacturing & fitting individual cylinders for many years, (based on a design Technical Director Barry Hart first developed in 1969). We can fit these to the affected cylinders only, to minimise cost rather than having to change all 6 cylinders, (although we can of course replace all 6). We are, however, increasingly finding customers are choosing to replace all Bank 2 cylinders even if they only have 1 scored, (which is the side of the engine more prone to cylinder scoring).

 
We machine out the original Porsche Lokasil cast in liner preform and replace it with an aluminum alloy cylinder plated with Nikasil as used in the hugely successful 911 3.2 Carrera, 964, 993, 996 Turbo, 996 GT3, 997 Turbo cylinders.

Like most leading engine designers/producers we discounted cast iron/steel liners many years ago which, whilst cheaper, don’t have the same expansion rates (leading to potential head gasket sealing issues & slipping/spinning), inferior heat transfer properties & poor long term wear rates, (and have replaced many previously repaired this way after further failures).

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Standard Guarantee / Warranty:
Subject to proper maintenance & care and for normal road use following procedures set out below: (For clarification, engines used for racing & extreme track use aren’t covered).

Parts:
New parts are guaranteed against failure for the duration of the manufacturer’s warranty which is 24000 miles/24 months for gaskets/seals (for a gasket/seal to have failed it must be what Hartech deem to be significant), timing chains & guide rails, crank shaft bearings, latest design intermediate shaft & bearing, Porsche supplied pistons (subject to Porsche stipulations), Hartech cylinders, Hartech intermediate shaft spindle, Hartech duplex intermediate shaft conversions & other Porsche supplied parts, & 12000 miles/12 months (whichever sooner) for any aftermarket pistons. New intermediate shaft bearings of the earlier smaller designs & used parts are not guaranteed.

The guarantee does not extend to the original customers parts re-used including future issues with cylinder heads (cracking, valve seats becoming loose, valve failure etc), issues with the original manufacturers cylinders (& for clarification Hartech cylinders are guaranteed & a strengthened original cylinder is guaranteed against cracking unless as a result of another failure having a knock-on effect such as a foreign body entering the combustion chamber), etc. In the event of a claim for a faulty component supplied by Porsche we reserve the right to follow Porsche’s claim procedures at the time and the restrictions they may enforce. In the event of them declining the claim we reserve the right to decline in turn and that decision is final.

Labour:
All Hartech’s labour is guaranteed for 24 months/24000 miles (whichever first).

General:
Faults caused by track & competition use, incorrect fitting (if not fitted by Hartech), over-heating, neglect & abuse are excluded. The “running in” must not be carried out using a low friction oil & the running in guidance must be observed followed by an oil & filter change using Millers Nanodrive CFS 10w50 NT and the car serviced as per the Porsche service schedule by a competent approved specialist/engineer using genuine Porsche parts or OEM parts of their equivalent quality. Documentary evidence of oil changes & servicing will be needed to support a claim (and in the event of an engine re-build which Hartech didn’t subsequently fit – acceptable documentary evidence must be provided of the mileage at fitting.) In the event of a claim oil will be analyzed to ensure the correct oil has been used.

We will only consider claims under our engine guarantee if we are contacted before any investigation/work is carried out. We may require the whole car complete with engine fitted to be returned to us at the cost of the owner/garage until the cause of the fault is identified by us. When it is the customer/representatives are free to inspect the results and this work will be fully carried out without charge by us if it was our responsibility, but if not a charge to rectify the fault not caused by us will be charged at a fair & reasonable rate. We do not cover the charges levied by other parties. We do not cover costs in returning or delivering engines/vehicles to and from Hartech even in the event of a successful claim.

For a claim to be valid the fault must be caused by a guaranteed component/defective workmanship rather than a guaranteed component being damaged as a knock-on effect of the failure of a non-guaranteed component.

For a claim to be valid Hartech must agree that a fault is present and Hartech’s opinion is final.

In view of the engines age, components may have stress relieved and the position of components may consequently be slightly different than when new. This, combined with features of both the original engine design & seals/gaskets etc. on very rare occasion may lead to difficulties in sealing. Hartech will try their best to resolve this but unless customers are prepared to replace further components with new units Hartech cannot be held responsible for oil weeps unless caused by defective workmanship or faulty components that Hartech have supplied. Hartech’s decision in this regard is final.

In the event of a noise which isn’t affecting function or reliability, Hartech’s opinion of whether further action is needed is final.

We draw your attention to any declined recommendations – these are made for good reasons and if a problem emerges in an area where we have recommended action which was declined we accept no responsibility whatsoever nor are we liable for any consequences. Examples include declining cylinder head overhauls to find a problem emerges with a badly seated valve, declining further cylinders to find future scoring to the original manufacturers cylinders, declining new timing chains to find one snaps or stretches, etc.

We do not undertake liability/compatibility responsibilities of aftermarket products requested by customers (even if supplied by Hartech for convenience) such as and not limited to performance exhaust, clutches, flywheels etc.

For engines which Hartech haven’t fitted, at the time of fitting we must be notified of the mileage, number of operating hours and stored over-revs recorded in the DME. Failure to do so may affect the success of a claim.

Other points To Note:
The oil filter should be replaced after the first 50-100 miles and will usually contain a small build up of debris including a small amount of surplus brown/orange sealant. (For engines fitted by Hartech this is done by us before you take delivery of the car so no action is needed).

High Octane fuel must be used (Porsche specify a minimum of 98 RON – Shell V Power is the best readily available at 99 RON).

A Nikasil plated cylinder is extremely durable and is cross hatched which gives excellent oil retention & low wear but as a result you may experience slightly higher oil consumption.

A brief puff of oil smoke on startup in itself is not of concern.

A running period of around 100 hours (which is generally 2000-3000 miles in normal UK driving) is needed where the new components (particularly the cylinders & piston rings where applicable) need to bed in. This isn’t an exact science and the theoretical “best way” isn’t viable for most owners driving on the public roads in real world circumstances. However, we suggest that drivers should encourage a degree of engine wear by driving spiritedly whilst avoiding over-aggressive driving. Once properly warmed up drivers shouldn’t be too gentle and laboring the engine should be avoided (such as driving up a steep hill in too high a gear) and the load and revs should be varied. Don’t restrict revving the engine during this period. Long periods of tick over should be avoided. Long journeys are encouraged and frequent short journeys should be minimized where possible. We’ll happily chat through this over the phone (01204 302809 option 1).

We initially use a basic oil to help the running in procedure but then switch to Millers Nanodrive CFS 10w50 NT+ after the running period has been completed.

IMPORTANT - For engines which are fitted elsewhere IT IS ABSOLUTELY CRITICAL THAT THE INLET & EXHAUST SYSTEM IS PROPERLY STRIPPED DOWN AND THOROUGHLY CLEANED. There have been incidences where another garage has fitted the entire inlet system without stripping and cleaning internally and pieces of debris found their way back into the engine and caused damage and it is very easy to miss pieces of debris and pockets of oil, particularly following a component failure such as a crank or intermediate shaft bearing, valve seat issue etc. and this debris could find its way into the engine. The oil/air separator should be replaced and all pipes must be properly cleaned or replaced. We obviously cannot accept liability for damage caused by a foreign body entering the engine.

Gallery

We repair the typical Porsche engine problems of Intermediate Shaft Bearing failure (IMS), scored / scuffed cylinders, cracked cylinders / cracked liners, crank shaft bearing failure and snapped timing chains.  

https://player.vimeo.com/video/196262371?h=35bc8eb4c9

The Hartech Porsche Engine Rebuild Approach -

Rather than having a set price for a replacement Porsche engine, exchange Porsche engine or a flat rate for a Porsche engine repair we tailor each re-build to the customer's requirements - at one end of the scale we have customers who only wish to carry out the bare essentials and others who wish to improve and strengthen as much as possible in a "future proofing" exercise whilst others require special features to suit racing applications.

In practice we strip the engine, assess the work needed to address the core Porsche engine problem (i.e. what it's come in for) & identify other immediate issues to establish the minimum repair cost. We then look at the broader picture and assess the areas we regard as future Porsche engine weak spots to provide further recommendations to strengthen & re-fresh other key areas. The customer then chooses how far they want to go taking into account their budget and future plans. Our typical recommendations cover Porsche IMS bearing failure (Porsche intermediate shaft bearing), Porsche cylinder scoring (996 cylinder scoring, 997 cylinder scoring & Cayman S cylinder scoring), Porsche cracked cylinder (Porsche cracked liner), Porsche crank shaft bearing failure (Porsche big end failure / Porsche main bearing failure), Porsche timing chain failure prevention.

*NEW* We can now offer exchange intermediate shafts with larger stronger bearings.

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