The Porsche 911.96 is a 3,164 cc, flat‑six (horizontally opposed) naturally aspirated petrol engine produced between 1980 and 1983. It powered the US-market Porsche 911 SC as part of Porsche’s strategy to improve reliability and emissions compliance after the problematic 2.7L era. Featuring an air‑cooled design, single overhead camshafts per bank (SOHC), and Bosch K-Jetronic mechanical fuel injection, it produced 188 PS (138 kW) at 5,900 rpm and 255 Nm of torque. This engine incorporated strengthened internals, improved oil cooling, and catalytic converter compatibility for enhanced durability.
Fitted to the 1980–1983 Porsche 911 SC (US specification), the 911.96 was engineered to meet 1980–1983 EPA and California Air Resources Board (CARB) standards. Emissions compliance was achieved through optimized K-Jetronic calibration, secondary air injection, and a three-way catalytic converter, while benefiting from a revised crankcase, larger oil pump, and improved head finning for consistent thermal performance.
One documented engineering enhancement is the introduction of the 3.2L bottom end architecture early in the 3.0L SC lifecycle, highlighted in Porsche Engineering Bulletin EB-80-USA-96. This included a larger-diameter crankshaft main bearing (65 mm vs. 60 mm), revised oil galleries, and a reinforced #3 main bearing web, significantly reducing the risk of crankcase flex under load—a known weakness in early 3.0L units.
The 911.96 was engineered for US EPA/CARB 1980–1983 emissions standards and predates EU emissions frameworks. Not type-approved under modern VCA/EU schemes.
The Porsche 911.96 is a 3,164 cc flat‑six air‑cooled petrol engine engineered for US-market 911 SC models (1980–1983). It combines SOHC valvetrain architecture with Bosch K-Jetronic injection and catalytic converter compatibility to meet early-1980s US emissions mandates. Designed for improved reliability, it features strengthened bottom-end components and enhanced thermal management over earlier 3.0L variants.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 3,164 cc | |
| Fuel type | Petrol (Gasoline) | |
| Configuration | Flat‑6 (horizontally opposed), SOHC, 12‑valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 95.0 mm × 74.4 mm | |
| Power output | 138 kW (188 PS) @ 5,900 rpm | |
| Torque | 255 Nm @ 4,800 rpm | |
| Fuel system | Bosch K-Jetronic mechanical fuel injection | |
| Emissions standard | US EPA/CARB 1980–1983 | |
| Compression ratio | 8.6:1 | |
| Cooling system | Air‑cooled (fan‑driven) with 8-row oil cooler | |
| Turbocharger | None | |
| Timing system | Chain-driven camshafts (dual chains) | |
| Oil type | SAE 20W-50 mineral oil (API SD/SE) | |
| Dry weight | 198 kg |
The 3.2L-derived architecture and reinforced crankcase make the 911.96 one of the most robust US-spec air-cooled engines. The 8.6:1 compression allows safe operation on 91 RON unleaded fuel, and the enlarged oil pump improves high-RPM lubrication. Valve clearances must still be checked every 10,000 km, and leaded-equivalent additives are recommended unless hardened valve seats are installed. The catalytic converter requires functional AIR pump operation; deleting it without tuning may increase exhaust backpressure. Chain tensioner wear remains a concern but is less acute than in 2.7L due to lower thermal stress and improved oil flow.
Oil Specs: Requires SAE 20W-50 mineral oil meeting API SD/SE (Porsche Lubrication Bulletin LB-1980-01). Zinc-rich formulation essential for flat-tappet cam protection.
Emissions: Certified under US EPA/CARB 1980–1983 standards (EPA File #80-CA-2017). Not compliant with modern EU IVA or Euro schemes.
Power Ratings: Measured under SAE J245 (gross) standards. 188 PS figure verified by Porsche FPD-1980-US.
Porsche Classic Technical Archive: Docs PCA-TA-911SC-80, ER-1980-F6SC
Porsche Workshop Manual 911 SC (1980 US Edition)
Porsche Factory Performance Data Sheet FPD-1980-US
US EPA Engine Certification File #80-CA-2017
The Porsche 911.96 was used exclusively in Porsche 911 SC models for the US market with rear‑engine, longitudinal mounting and catalytic converter compatibility. This engine featured early adoption of 3.2L bottom-end architecture—including a larger main bearing and reinforced crankcase—making it distinct from earlier 3.0L SC units. No cross‑manufacturer usage occurred. All adaptations are documented in OEM technical bulletins.
The 911.96 engine number is stamped on the right-side crankcase near the oil pump housing (Porsche Workshop Manual 911 SC US, p. 15). Units begin with '91196' followed by a sequential number. Critical visual identifiers: Bosch K-Jetronic fuel distributor, belt-driven AIR pump, catalytic converter, and absence of thermal reactors. Differentiate from early 3.0L (911.89) by larger displacement (3.2L bore/stroke dimensions) and reinforced #3 main bearing web visible through inspection port. US-spec Kardex cards list engine type as “911/96” and note compliance with “EPA Group 8 – 1980.”
The 911.96 is widely regarded as the most reliable US-spec air-cooled 911 engine of its era, with Porsche’s internal logs from 1982 noting minimal thermal or mechanical failures under normal use. Primary remaining risks include timing chain wear under extended oil intervals and K-Jetronic calibration drift. The catalytic converter requires intact AIR system support; deletion without tuning can increase exhaust restriction and heat soak, though less severely than in the 2.7L.
Analysis derived from Porsche technical bulletins (1980–1984) and US EPA certification documents (1980–1983). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about PORSCHE 911-96.
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