The 964 Turbo engine and engine systems by Adrian Streather.

911 (964) Turbo, image courtesy of Aldo Vannini

The following information is a brief overview of the 964 Turbo engine and related systems.
Hopefully it will provide 964 turbo owners sufficient knowledge to allow a level of
understanding of how these systems operate

964 series Turbocharged engines

The first turbo type 964-770 was released for model year 1991 and remained the same for
model year 1992. The 964 turbo had a 964 body and chassis, structurally strengthened and
given the wide body look. Mechanical systems were upgraded. The engine used was an
upgraded type 930/68 engine. The modified engine for the 964 Turbo was given the
designation M30/69. The main differences between the 930/68 and the M30/69 are:

• Crankcase bolts similar to those used for the normally aspirated M64 engine.

• New cylinder design with optimized

thermal characteristics.

• Stainless-steel cylinder head gasket

(V2A)

• Full-flow oil filter.

• Separate belt drive for 115A

alternator/air conditioning
compressor and engine driven fan.

930/XX turbocharged engine. Photo by Stephen Kaspar

• Continuous injection system (K-
Jetronic) with oxygen sensor control with a redesigned fuel distributor assembly.
• Three-way catalytic converter of metal construction.
• Optimised turbo-charging system, including a larger intercooler assembly. Boost reduced
to 0.7 bar (10.2 psi), down from 0.8 bar (11.6 psi) in the 930/68
• Pressure-controlled transistorized ignition system (air pressure/engine load input from the
throttle body to a pressure sensor installed in ignition control unit) the with digital spark
control. The ignition system introduced digital mapping for dwell and timing.

In 1993 the 3.3 litre turbocharged engine

was replaced with a 3.6 litre turbocharged
engine. The new engine, the M64/50 was
a turbocharged version of the M64 engine
series used in normally aspirated 964s.
The main differences between the M30/69
and the M64/50 engine are;

• Crankcase is similar to the normally

aspirated M64 series. Crankshaft,
connecting rods, intermediate shaft
and the oil pump are the same as the
M64 series. Cylinder bore 100 mm.
Image provided by Adrian Streather Vibration damper on crankshaft.

• Stainless steel rings to provide cylinder head sealing. Cylinder heads similar to the
normally aspirated M64 series.
• Exhaust valves are made of “P25” and do not have a sodium filling.
• Chain drive housing the same as the normally aspirated M64 series.
• Camshaft and timing changed, exclusive to the M64/50 engine. The camshafts are made
from high-grade chilled cast iron.
• Oil supply gallery similar to the normally aspirated M64 series. The oil passages plugged
on the normally aspirated M64 series are opened for the M64/50 series.
• Top valve cover the same as the normally aspirated M64 series.
• Oil supply line to the turbocharger.
• Installation of a modified oxygen sensor control unit.
• Installation of a control pressure regulator with a higher hydraulic pressure at full load.
• Installation of a modified throttle body.
• Installation of a modified and remapped Ignition control unit and Installation of a modified
distributor.
.
Note: Both the M30/69 and M64/50 turbocharged engines are designed to operate on 95
RON/ 85 MON fuels. However Porsche recommend that 98 RON fuel is used. The
turbocharged engines are not fitted with knock regulation protection.
 Continuous injection system
(CIS, K-Jetronic) (turbocharged models)

Introduction
The CIS of the turbo models is based on previous 911 series systems. US turbo owners of
the pre 964 series will not notice much difference between their 930/XX engines and the
M39&69 series. However owners from the rest of the world will certainly see some major
differences in the Bosch continuous fuel injection system with oxygen sensor control.

Basic System Operation

Fuel Distributor The fuel distributor is
made of aluminium and is fitted with a
capsule valve. In order not to retard the
over-spring effect during acceleration, a
capsule valve now replaces the fixed
orifice. This capsule valve opens as
soon as the control plunger is lifted
during acceleration. A fixed orifice is
used to separate the lower chamber
from system pressure. Pressure in the
lower chamber may now be adjusted by
the frequency valve controlling the flow
to the return line. The port at the
differential pressure valve, i.e. the
differential pressure and, hence the
quantity of fuel injected may be adapted Fuel distributor and air flow sensor assembly. Photo by Jeff Curtis
accurately according to requirements. The fuel distributor is also fitted with a pressure balance
valve. The purpose of this valve is to stop a vacuum build up in the control plunger area if the
engine is switched off when it is hot. Fuel expands when it is heated up and if there is a build
up of vacuum in the control plunger area, when the turbo is next started it may run too rich.
The pressure balance valve is used to separate the volume above the control plunger and the
return line. When the sustaining pressure drops below 0.3 bar excess pressure, the pressure
balance valve opens to prevent vacuum build up in this area.

Note: In the 964 Turbo system, the connector at the fuel distributor (sensor plate contact) is
no longer used. The fuel pumps are controlled by an engine speed pulse from the ignition
control unit.

Air flow sensor. When the throttle valve opens, the air energy (PL) forces the sensor plate
down and the control plunger is moved upwards.
The fuel above the control plunger lifts the
capsule valve i.e. flow is not directed past the
orifice but is deviated around the valve. This
allows the metering port to open faster to a
greater degree. The pressure pulse inside the
line leading to the control pressure regulator is
absorbed by the flexible hose connected
between the fuel distributor and control pressure
regulator.

Image courtesy of Dr Ing. h. c. F. Porsche AG

Continuous injection without oxygen sensor control

On 964 Turbos fitted with CIS injection without oxygen sensor control, the differential valves in
the fuel distributor maintain the differential pressure at a constant level irrespective of the
system pressure applied. The injection quantity can therefore only be influenced by the cross-
section uncovered at the metering unit. The differential pressure between the upper and lower
chamber is 0.1 bar. The diaphragm is only deflected to the extent required by the fuel quantity
injected.

Continuous injection with oxygen sensor control

In order to adapt the fuel quantity injected to the desired fuel to air ratio at λ = 1, the pressure
in the lower chambers of the fuel distributor is varied. i.e if the pressure in the lower chamber
is reduced the differential pressure at the metering ports is increased. This in turn increases
the fuel quantity that is injected. In order to vary the pressure inside the lower chambers,
those chambers are separated from system pressure by a fixed restriction (as opposed to the
standard CIS fuel distributor). Another restriction is provided to connect the lower chambers
to the fuel return line. This restriction is of variable design: As long as the restriction remains
open, pressure inside the lower chambers can drop. When closed the system pressure builds
up inside the lower chambers. If this restriction is open and closed at a fast rate (pulsed), the
pressure in the lower chamber may be varied according to the pulse-duty factor (ratio of
closing time versus opening time). An electromagnetic valve (frequency valve) is used as a
variable restriction device. It is controlled electrically by pulses emitted by the oxygen sensor
control unit. The frequency valve is mounted in the fuel return line at the fuel distributor.

Frequency valve: The frequency valve is a L-Jetronic pulse fuel injector. The frequency valve
is connected to the lower chambers of the fuel distributor and is fitted with a connection
leading to the return line. The control units feed square pulses of a constant frequency
(approx 70 Hr) but of variable pulse width, the frequency valve. This pulse width is referred to
as the pulse-duty factor.

In lean control means the pulse width or pulse-duty factor is below approximately 50%. In rich
control means the pulse width or pulse-duty factor is above approximately 50%. A constant
pulse-duty factor means operation without governing. If a pulse is present at the frequency
valve, the needle valve opens to permit fuel flow to the return line. The result of this is that
pressure in the lower chamber of the fuel distributor drops until the frequency valve is closed
again. As a result of the relatively high frequency of the pulses a medium pressure level is
obtained in the lower chamber.

Fuel supplied to the injectors is directly proportional to the pressure in the lower chamber.
The higher the pressure in the lower chamber the less the fuel supplied to the injectors. The
lower the pulse-duty factor, the less the pressure in the lower chamber is reduced and
therefore less fuel is supplied to the injectors. Lean operation. The more the frequency valve
is opened, the lower the pressure in the lower chamber and more fuel is supplied to the fuel
injectors. Rich operation.

Oxygen sensor control. The oxygen sensor control unit is mounted underneath the left hand
seat. There are two different part numbers used for the 3.3 litre engine, ROW 965 618 103 00
USA 965 618 103 01 The Turbo 3.6 uses a modified oxygen sensor control unit. Part number
This unit no processes the 0° (idle) throttle switch position. This is done to improve pickup of
the engine in the low load range. Oxygen sensor speed is only doubled if the throttle opening
angle exceeds 7°. The two schematics of the oxygen sensor control units show the
differences.
Oxygen sensor The oxygen sensor
provides the oxygen sensor control
unit with information about
combustion efficiency. The oxygen
sensor signal is used to continuously
vary the air-fuel mixture via the
frequency valve. The heated zirconia
(ZrO2) oxygen sensor, fully warmed
up, generates a 0.1 - 0.9 volts
fluctuating current in response to
oxygen content in the exhaust gas.
Fuel mixture is electronically
regulated based on the voltage
output of the sensor. Oxygen sensor
out put is unreliable when cold. The 964 Turbo O2 sensor installation, image courtesy of Kevin Ross
heating element brings the sensor
element to operating temperature under normal circumstances within 90 seconds.

Note: The O2 sensor in the turbocharged engines is not installed in the catalytic converter. It
is installed in the turbocharger turbine inlet pipe.

The oxygen sensor control unit operates in two modes, these are; Open loop mode (up to
approximately 90 seconds after first start of the day) is in operation when the oxygen sensor
has not reached normal operating temperature or if the oxygen sensor system has failed.
When operating in open loop mode, the oxygen sensor control module supplies a pre-
programmed duty cycle to the frequency valve. Closed loop mode (activated approximately
90 seconds after the first start of the day) becomes the normal mode of operation once the
oxygen sensor has reached a temperature of 315°C (600°F) by being heated by exhaust
gases and its own internal heater. The oxygen sensor signal continually modulates the
frequency valve to provide the correct fuel / air ratio.

Acceleration enrichment To ensure smooth acceleration even when the engine is cold, an
acceleration enrichment device operating according to the pulse-duty factor is installed. The
acceleration enrichment process requires the output of the oxygen sensor control unit to be
provided to the acceleration enrichment control unit. This control unit is installed alongside
the oxygen sensor control unit under the left hand seat. The enrichment feature is effective
only when the engine oil temperature is less than 35° (95°F). As soon as the oxygen sensor
temperature switches from cold to hot, an acceleration enrichment at a pulse-duty factor of
75% is available for 0.5 seconds within 25 seconds. When the engine oil temperature
exceeds 35° (95°F) the acceleration enrichment device is controlled for 2minutes after
starting the engine to a pulse-duty factor of 75% for 0.5 seconds when the 0° and 7° throttle
switches are open. The acceleration enrichment process is dependent on a number of
sensors and other inputs. These are; The 35° (95°F) engine oil temperature sensor mounted
in the breather housing of the crankcase. The 15° (59°F) engine oil temperature sensor
mounted in the right hand timing chain cover for the Turbo and in the breather housing of the
crankcase for the Turbo 3.6. The 0° and 7° throttle switches located in the throttle switch body
The 66° or full load throttle switch also installed in the throttle body.

Throttle switch operation When the 0° switch opens the pulse-duty factor is increased to 75%
for 0.5 seconds. This means the air-fuel mixture is enriched during this period. When the 7°
switch opens the air-fuel mixture is enriched again.

Note: In the Turbo 3.6 system the enrichment at 0° or 7° is the same. 75% for 0.5 seconds.

When the 66° or full load switch is closed a signal is supplied to the oxygen sensor control
unit and the pulse-duty factor is set at 50%. Full load enrichment is accomplished by lowering
control pressure at the control pressure regulator.
Full load enrichment pressures: Turbo: When a boost pressure of 250 mbar is achieved the
control pressure (hot) is reduced from 4.5 ± 0.11 bar to 3.2 ± 0.11 bar. Turbo 3.6: When a
boost pressure of 250 mbar is achieved the control pressure (hot) is reduced from 4.5 ± 0.10
bar to 2.9 ± 0.15 bar.

Control pressure regulator.

With the introduction of the 964 Turbo a modified control pressure regulator was also
introduced. The new regulator was fitted with a temperature switch and an altitude
compensator. This regulator is also known as the warm up regulator.

Note: The Turbo 3.6 uses a modified version of this regulator, part number 965 606 106 00.
The hydraulic pressure at full load has been changed for the Turbo 3.6.

Operation: The control pressure

regulator is fitted with two
heating resistors Rv1 and Rv2
that heat up a bi-metallic spring
(1) housed in the control
pressure regulator when the
engine is running. The bi-metallic
spring adjusts control pressure in
the fuel distributor via a valve
plate. The built in temperature
switch (t) is designed to remain
open at temperatures below +15°
(59°F). When the switch contacts
open, the ground connection of
heating resistor Rv1 goes open
M30/69 turbocharged engine, image courtesy of Kevin Ross circuit. When the engine is
started whilst ambient temperature at the control pressure regulator is below 15° (59°F),
voltage is applied initially only at resistor Rv2; the bi-metallic spring heats up only slowly and
control pressure builds up gradually. When the ambient temperature exceeds 15° (59°F), the
temperature switch closes to ground. Both resistors Rv1 and Rv2 are then connected in
parallel. This increases the heating efficiency and heat output. As a result the bi-metallic
spring heats up faster and the control pressure regulator settles more rapidly.

Turbo control pressures:

Initial control pressure at 20° (68°F); 2.8 ± 0.15 bar

Operating control pressure: 4.5 ± 0.11 bar

Turbo 3.6 control pressures:

Initial control pressure at 20° (68°F); 3.0 ± 0.15 bar

Operating control pressure: 4.5 ± 0.10 bar

Altitude compensation: An altitude compensator is built into the new control pressure
regulator. Atmospheric pressure acting on the altitude capsule located in the control pressure
regulator is taken up at the air cleaner body and is applied to the altitude capsule across the
venting line of the control pressure regulator. The altitude capsule acts on the valve plate of
the control pressure regulator, thus influencing control pressure. Cold start valve Used to
inject additional fuel during a cold start. This is a solenoid valve installed into the intake
plenum.
Thermo-Time switch. The purpose of this switch is to control the operation of the cold start
valve. The switch itself consists of a bi-metallic switch which is electrically heated When the
engine is cold or less than 15° (59°F) the bi-metallic contacts in the switch are closed and
when the starter is activated, a ground via these contacts is supplied to the cold valve
solenoid which will then close. More fuel is then injected into the engine. When the
temperature of the bi-metallic strip exceeds 15° (59°F) it opens and removes the ground from
the cold start valve and it opens. This is to limit valve operation and prevent flooding. The
valve is only open for a few seconds on a cold start. This switch is mounted in the left hand
chain housing in the Turbo and in Turbo 3.6 it is mounted in the breather housing of the
crankcase.

Auxiliary air regulator: To compensate for increased friction inside a cold engine. The throttle
valve is bypassed by this temperature controlled regulator assembly. Again this regulator
uses electrical current to warm a heating element and causes the bimetallic strip to bend
gradually, closing the rotary valve and cutting off additional air.

M30/69 turbocharged engine, image courtesy of Kevin Ross

Vacuum limiter valve: During overrun, the engine must be kept from running on an
excessively rich fuel/air mixture. A vacuum controlled diaphragm valve has been installed to
prevent this. The vacuum limiting valve bypasses the throttle valve and supplies additional or
auxiliary air required to ensure optimum combustion and not to allow the engine to run too
rich.

Intercooler: Installed on top of the throttle housing, is the new and larger intercooler. This
new intercooler has an increased cooling surface to improve air intake into the cylinders. The
purpose of the intercooler is to increase the density of the air entering the engine intake
system. This is achieved by simply cooling the pressurised turbo-charged air. There are
number of switches and sensors installed into the intercooler. These are;

Boost pressure sensor: This sensor supplies the data to the boost indication system,
contained in the trip computer assembly in the tachometer. Boost (measured in bars) is the
default display for the Turbo trip computer.

Boost pressure switch: This is a pressure safety switch. When turbo boost reaches a preset
maximum the switch opens and cuts off power to the fuel pumps. This switch operates at 1.1
to 1.4 bar. The pulse output is then sent to the turbo control unit which removes the earth to
the fuel pumps.
Temperature sensor: The signal from
this sensor is used by the oxygen
sensor control unit to fine-tune the fuel
mixture. This sensor is a positive
temperature co-efficient (PTC) sensor.
This means the resistance increases
with an increase in temperature.

Re-circulating air valve (also known as

the Compressor bypass valve) This
valve is designed to stop the
turbocharger from operating against a
closed throttle valve. The re-circulating
valve is vacuum controlled and it fitted
between the intake and thrust sides of
the turbocharger. The re-circulating air
valve is located behind the intercooler M30/69 turbocharged engine, image courtesy of Patrik Selestam
on the left hand side of the engine.

Note: In order to improve valve reliability the original Bosch version is often replaced with
aftermarket versions such as the one manufactured by Forge.

Turbocharged engine controls

Component Location

Fuel pump relay (R61) Central

electric (main fuse/relay panel)
located at the right rear of the
luggage compartment.
Oxygen sensor relay Fuse/relay
carrier, left side of the engine
compartment.
Oxygen sensor control unit
installed under the left seat.
Acceleration enrichment control
unit installed under the left seat.
Turbocharger control unit installed
under the left seat.
Image courtesy of Steve Shanks
Turbocharger control unit The turbo
control unit, located under the left
seat, controls; 2 fuel pumps Safety cut out circuits of the fuel pumps Boost pressure safety
circuit Ignition delay relay Power supply for

1. Oxygen sensor control unit which includes switched from open to closed loop operation.
2. Acceleration enrichment control unit.
3. Ignition system.
4. Control pressure regulator.
5. Auxiliary air regulator.
6. Frequency valve at the fuel distributor.
7. Oxygen sensor heater.
Turbo control unit modes The program stored in the microprocessor of the turbo control unit
covers two modes:

Start mode:
Is recognised by the microprocessor on the basis of engine speed, i.e. the period length of
the pulse generator signal. The firing point is triggered at the positive edge of the pulse
generator signal at approximately 15° BTDC.

Operating mode:
The control unit switches from start to
operating mode as soon as the preset
threshold of 630 rpm is exceeded.
When engine speed drops below 330
rpm, the idle firing angle is 0°± 3° with
the throttle switch at 0° (closed) the
turbo control unit will switch from
operating to start mode. When the
turbo control unit is switched to
operating mode it works in
conjunction with an operating ignition
map stored in the ignition control unit.
This combination of control unit data
and ignition control unit data
determines the optimum firing point
for each operating condition based on Image courtesy of Steve Shanks
engine load, engine speed, engine temperature, intake air temperature, 0° throttle switch and
fuel selector switch position.

Ignition delay: In order to ensure complete combustion of the fuel that may have been
injected before the engine is turned off. The ignition will remain on for approximately 5
seconds after the engine has been turned off.

Other engine sensors and information sources

Fuel selector switch: In certain countries fuel octane levels lower than the recommended
RON 95 may be mandated for use in automobiles. In order to avoid random ignition taking
place in the engine, the ignition may be retarded by 2.3° from a certain engine load via a 2-
pin code plug using jumper part number 944 612 525 01.
Manifold pressure sensor: When starting the engine, the manifold pressure sensor is checked
for short-circuiting and open circuit, i.e. the firing angle corresponding to the full-load curve
(1,800 mbar). If output pressure is below 750 mbar it will be short circuit or above 1250 mbar
it will be open circuit.
Electronic idle stabliser If the idle speed drops below a certain value a stabilising feature
becomes effective by moving the firing angle in an “advance” direction.
Signal sensor This sensor is identical to the flywheel speed/reference mark sensor used in
the normally aspirated 964 series of engines. This sensor measures flywheel speed and
supplies its signal to the ignition control unit.
Engine temperature sensor A standard negative temperature co-efficient (NTC) sensor that
measures the engine oil temperature (engine temperature). It is mounted into the crankcase.
This sensor is used to adjust ignition timing in accordance with temperature. The condition of
this sensor is monitored and if it goes open circuit the engine temperature value from the
sensor is ignored and a preset value is used.
Idle switch The 0° throttle switch keeps the ignition control unit informed on the idle and
overrun mode of the engine.
Engine speed governor: To protect the engine from excessive speeds, the turbo control unit
interrupts the ground pulse to the fuel pump relay at 6,800 rpm, causing the fuel pumps to be
de-energised.

Fuel Delivery

Fuel pumps: The turbo has two fuel

pumps. One installed directly behind
the fuel tank and the other, in the
right hand side of the luggage
compartment. Both pumps are
controlled by the fuel pump relay
R61. Terminal 30 of the fuel pump
relay is connected to the positive
side of the battery. Voltage is
present at terminal 86 when the
ignition is switched on. When the
engine is started, a rpm pulse
(equivalent to approximately 30 rpm)
is fed from the ignition control unit to
the turbo control unit. This is in turn Image courtesy of Steve Shanks
supplies a ground pulse to the relay
coil of terminal 85 of the fuel pump relay. The relay contacts close, causing voltage to be
present at the fuel pump fuses and the fuel pumps respectively across terminal 87. This
wiring set up prevents the fuel pumps from operating when the ignition is turned on and the
engine is not running

Note: The turbo is fitted with 1 fuel filter and 1 fuel pressure reservoir. The single fuel filter is
connected between the fuel pressure reservoir and the fuel distributor.

Fuel injectors CIS mechanical fuel injectors are precision nozzles. When the fuel system
delivers fuel pressure within the normal pressure range, injector nozzles open and
continuously deliver atomized fuel into the intake ports. Each fuel injector is mounted into an
insert which is screwed into the intake runner. The injector is held in place by a thick sealing
O-ring.

Carbon canister fuel venting system:

(also known as the fuel tank breather system):

To protect the environment and to reduce specific fuel consumption, all 964s are fitted with a
tank breather or carbon canister system. Fuel vapour is collected in a carbon canister and fed
back to the engine if specific requirements are met.

System operation: The fuel vapours are routed from the fuel tank across the expansion tank
and the rollover safety valve reservoir through the bleeder hose to the carbon canister. A
purge air line ends in the left-hand rear wheel housing. The vent line of the carbon canister is
connected to the air filter assembly in the normally aspirated 964s and in the Turbo. In the
Turbo 3.6 system the carbon canister vent line is fed to the intake side of the turbocharger
across three in-line vacuum controlled valves. These valves are;

Temperature valve which remains open when the engine oil temperature exceeds 40° C and
provides a vacuum connection between the throttle body (2° bore) and the switch off valve.
Anti-run-on-valve which is triggered by the temperature valve and remains opens at engine oil
temperatures above 40° C and with a minimum throttle deflection of 2° and the engine is not
in the boost pressure range.
Control valve which is connected directly to the intake manifold below the throttle across a
separate vacuum line. All three valves are connected in series and the carbon cannister
contents can only be drawn off and the air-fuel mixture influenced under t he following
conditions. Engine oil temperature greater than 40° C. Throttle is opened by at least 2° and
The engine is not in the boost pressure range

Ignition system

The 964 series of turbocharged engines, the M30/69 and M64/50 use a similar but not exactly
identical, ignition system.

System components: A single engine driven distributor assembly. One ignition transformer
with built in final driver stage. The ignition transformer is mounted above and to the right of
the distributor assembly. Six spark plugs. Six spark plug lead set. A Bosch EZ69 electronic
ignition control unit which is mounted to the right of the engine bay electrical distribution panel
Ignition control unit relay which is installed inside the engine bay electrical distribution panel.
Relay #1

M30/69 engine:

The ignition system of this engine series is based upon the system installed on the 968/68
turbocharged engine. Most of the parts used are 930 part numbers except for the ignition
transformer and the ignition control
unit. The changes introduced for the
964-770 turbo are;

The installation of an electronic ignition

control unit with pressure sensor which
provides pre-programmed dwell angle
and timing maps mixed with air
pressure or engine load from the
throttle body to provide digital spark
control. The ignition control unit part
number is 965 602 706 01.

M64/50 engine:

Whilst similar to the earlier M30/69

engine ignition system some changes
to the M64/50 were introduced the 964 Ignition control unit, image courtesy of Steve Shanks
Turbo 3.6 made its appearance in
model year 1993. These differences
are; The installation of a new ignition
control unit with modified ignition
mapping pre-programmed into the
control unit. The new part number is
965 602 706 02. The pressure sensor
line was relocated to the downstream
section of the throttle body. This was
done to reduce the impacts of full load
pulsations on the pressure sensor
installed in the control unit.
Distributor modifications: Due to a modification to the cooling fan housing a new distributor
assembly with a longer drive shaft was installed. The centrifugal weights (as per the normally
aspirated dual ignition system assembly) were installed to ensure overlap between the
distributor rotor arm and the individual distributor cap contacts (each spark plug) at high
distributor speeds (large ignition advance). These weights help adjust the rotor in the
direction of rotation. Helps the rotor arm keep up and not lag behind the engine rpm. The
installation position of the distributor rotor in firing TDC of cylinder #1 was also modified. The
notch in the distributor housing is now opposite the fastening nut. This modification also
caused the spark plug lead positions to be changed. The new distributor part number is 965
602 024 00. The spark plugs used on the M64/50 are the Bosch FR 6 LDC. These are longer
life and more efficient spark plugs with a replacement interval of 40,000 km (25,000 miles).

Note: These new spark plugs were installed in all model year 1994 versions of the
964. They can be retro-fitted to all earlier models

Basic operation of the electronic ignition control unit (Bosch EZ69).

(Applicable to all 964 Turbo versions).

The control unit receives inputs from; Flywheel speed sensor (pulse generator in the parts
catalogue). Fuel octane code. Boost air temperature. 0° throttle switch. Power via the relay.
The control unit also has a pressure sensor installed. This pressure sensor is connected to
the throttle body. The purpose of the pressure sensor is to provide engine load (amount and
pressure of air entering the engine) data to the ignition control unit.

Note: The pressure sensor in the ignition control unit has the same role as the air flow sensor
in the normally aspirated engines.

The control unit then calculates the correct dwell angle and when to fire each spark plug
based in calculations from all the electronic inputs, the pressure input and the pre-
programmed digital maps. The outputs from the control unit are, Signal at the ignition
transformer Engine speed (rpm) to the turbo boost control unit and to the tachometer (rev
counter).

Turbo exhaust system

The exhaust system of the

turbocharged engines (M30/69 and
M64/50) serves two purposes; To
allow exhaust gases to leave the
engine and enter the atmosphere
and To drive the turbocharger. The
turbocharged exhaust system is
fitted with a metal three-way catalytic
converter. The catalytic converter is
mounted where the primary (or
intermediate muffler) is mounted on
normally aspirated 964 is installed.

Right hand side of the exhaust, image courtesy of Steve Shanks

Exhaust system operation: The
engine exhaust gases pass from the exhaust manifold into the heat exchangers. The exhaust
gases are then routed to the turbine of the turbocharger. The exhaust gas then pass into the
catalytic converter and into the muffler system (front and rear) and then exit the system from
the right hand exhaust pipe.
 The left exhaust pipe is connected to the boost control
valve (waste gate) and used to dump the excess boost
pressure to the atmosphere. There is a secondary
catalytic converter connected between the waste gate
and the left hand exhaust tip. This is required because
there is a direct input connection between the boost
control valve and the exhaust system.

Note: To meet very strict Swiss emission and noise

requirements, turbocharged 964s sold in Switzerland are
equipped with some different exhaust system
components.

Left side exhaust, image courtesy of Steve Shanks.

Secondary Air injection:

Secondary air injection is provided

by the secondary air injection
pump. This pump is belt-driven off
the left camshaft The purpose of
this secondary air pump is to
reduce emissions and to enable
the catalytic converter and the
oxygen sensor to heat up more
rapidly to operating temperature.
Fresh air is drawn in by the air
injection pump and is supplied to
the air diverter valve as long as
the engine oil temperature is
below 35° (95°F). The diverter
valves control flow of secondary
air to the exhaust ports. When the Air pump and secondary injection components. Photo by Kevin Ross
engine is cold, the valves are
open to increase burning of excess fuel used for cold start and cold running. A check valve in
the system keeps exhaust gases from flowing back through the system. If the engine is
started with an engine oil temperature above 35° (95°F), the fresh air supplied by the
secondary air pump is supplied to the catalytic converter, resulting in improved emission
treatment.

Turbocharger

The reason for installing a turbocharger onto an engine is to obtain the maximum horsepower
available from it. The basic principle of the turbocharger is to force-feed the engine with
additional air and fuel. An increased volume of air and fuel in the combustion chamber of the
engine provides more combustion power. Turbo-charging is a means to dynamically increase
the engine compression ratio. The turbocharger is powered by exhaust gases that are
already on the way out of the engine, effectively making free additional power. Boost is the
amount of pressure created by the turbocharger.
Higher boost pressures translate into higher power output. In the sports cars world, Porsche
was a pioneer in turbo-charging. Porsche built the first series production run of turbocharged
sports cars, releasing them in 1975 as the 930. On the road, nothing could touch them, and
for many years, they remained the fastest sports cars available. This technology and
expertise was integrated into the 964 series for the 1991 model year. The turbocharger used
for the standard Turbo and Turbo 3.6 was the same as the one used on the 930/68 engine,
part number 930 123 003 02. The 20 Turbo S2s were delivered to the USA with the same
part number turbocharger but this was removed and replaced with a new larger assembly by
Andial. The Turbo S and the Turbo 3.6S were fitted with new larger turbochargers at the
factory.

Boost pressure control valve (also known as the

Waste Gate) The boost pressure control valve has
two ports. The lower port allows boost pressure to
come in underneath the diaphragm and spring
valve. As long as boost pressure from the
turbocharger remains below the spring tension value
which is equivalent to s specific boost pressure, the
boosted air is permitted to continue on its way to the
intercooler. Once the boost pressure has overcome
the spring tension i.e. exceeded the allowable boost
pressure value, a valve attached to the diaphragm
and plates is pulled up. This then bypasses boost
pressure through the control valve through a small
catalytic converter and an exhaust pipe to
atmosphere. The top port of the waste gate allows
the air above the diaphragm to vent as pressure is
built under it.

Image courtesy of Stephen Kaspar

Catalytic converter: The catalytic
converter is a component of the
emission control system. Once
exhaust gasses enter the catalytic
converter, chemical reactions occur
within it that ensure that carbon
monoxide (CO) and unburned
hydrocarbons (HC) are converted to
carbon dioxide (CO2) and water
vapour. A catalytic converter
operates at 60 to 90% efficiency,
depending upon age. This means
that the amount of exhaust
emissions that enter the catalytic
converter are reduced
approximately by this percentage. A Image courtesy of Steve Shanks
catalytic converter has a limited life expectancy which depends upon use and external
environmental conditions.

Note: Japanese versions of the 964 used a different catalytic converter from the rest of the
world. Option M150 turbocharged engines do not have a catalytic converter installed.
Caution: The catalytic converters can be damaged by push- or tow-starting, misfiring of the
engine, turning the ignition off whilst still in motion or by other unusual operating conditions
• Ensure that no unburned fuel enters the catalytic converter. If this occurs,
overheating of the converter will result. In the worse case scenario, a fire could result.
Turbo engine lubrication system

All the engines in the entire 964 series are dry-sumped. This means that the oil is stored
externally to the engine in a remotely located oil tank. Oil is drawn out of this tank and
through the engine only when it is running. When the engine is not running, most of the oil is
returned to the oil tank. Approximately 2 litres remains in the engine and oil cooler system
after the engine is turned off. This is important to remember at oil change time. Overfilling
with oil can cause problems which are described elsewhere in this book.

Caution: During a routine oil change service, filling the engine with more than 11 litres of oil
will cause the system to be overfilled. Smoke out of the exhaust will result after each start.

Architecture of the 964 Oil System

Image courtesy of Dr. Ing. h. c. F. Porsche AG
The components of the 3.3 litre turbocharged engine (M30/69) lubrication system are:

• Engine driven oil pump (inside crankcase)

• Oil filter
• Oil tank
• Oil thermostat and plumbing
• Oil cooler assembly and plumbing
• Oil temperature sensor
• Oil pressure switch

The components of the 3.6 litre turbocharged engine (M64/50) lubrication system are the
same as the M30/69 engine except the left hand chain tensioner oil gallery has been adapted
to supply oil to the turbocharger oil lubrication system

Oil circuit description: The turbocharger is lubricated via a steel pipe combined with a flexible
hose. The oil enters the circuit across a union between the main engine oil-gallery and the
turbocharger. The fitting at the crankcase features a ball valve which acts as a check valve.
Once the oil has passed through the turbocharger, the oil flows into an oil trap and then is
returned to the oil tank via the camshaft driven oil pump. The crankcase breather line is fitted
with a branch line to direct the return flow to the oil tank.

The Turbo 3.6 model uses the same lubrication system except for differences caused by the
design of the M64 series engine. These are; the connection to the turbo oil system is located
on the oil supply galley at a connection in the left side chain tensioner. Previously unused
(blocked off in the normally aspirated M64 engines) oil galleries are opened to provide the oil
to the turbocharger.

Image courtesy of Dr. Ing. h. c. F. Porsche AG

This 964 Turbo engines and systems review, was not possible without the hugely valuable and
special contributions of the following; Dr. Ing. h.c. F. Porsche AG, Steve Shanks, Stephen Kaspar
and Michael Behrman.
The contents of this document are intended for the personal DIY use of 964 owners. The contents in full or
in part of this document may not be reproduced or used in any way than already described without the
express permission of the author. Copyright © Adrian Streather – April 2nd 2003