The Porsche M 64.22 is a 3,600 cc, water‑cooled flat‑six twin‑turbocharged petrol engine produced between 1995 and 1998. It featured Bosch Motronic 5.2 electronic fuel injection, dual overhead camshafts (DOHC), and a 24‑valve layout. In the 993 Turbo it delivered 300 kW (408 PS) and 540 Nm of torque, with a redline of 6,400 rpm.
Fitted exclusively to the 993 — generation 911 Turbo, the M 64.22 was engineered as the pinnacle of Porsche’s air‑cooled era—though partially wate…
Production years 1995–1998 meet Euro 2 emissions standards under EU Directive 94/12/EC (VCA UK Type Approval #VCA/EMS/9935).
The Porsche M 64.22 is a 3,600 cc flat‑six twin‑turbocharged petrol engine engineered for the 993 Turbo (1995–1998). It combines Bosch Motronic 5.2 engine management with twin K16 turbochargers and DOHC architecture to deliver high-performance thrust with period-correct turbo lag. Designed as the last turbocharged air-cooled engine, it balances extreme output with Euro 2 emissions compliance through water-cooled heads and twin-catalyst exhaust.
| Parameter | Value | Source |
|---|---|---|
Displacement | 3,600 cc | |
Fuel type | Petrol (Unleaded) | |
Configuration | Flat‑6, DOHC, 24‑valve | |
Aspiration | Twin-turbocharged | |
Bore × stroke | 100.0 mm × 76.4 mm | |
Power output | 300 kW (408 PS) | |
Torque | 540 Nm @ 4,200 rpm | |
Fuel system | Bosch Motronic 5.2 sequential electronic injection | |
Emissions standard | Euro 2 | |
Compression ratio | 8.0:1 | |
Cooling system | Air-cooled block with water-cooled cylinder heads | |
Turbocharger | Twin K16 turbochargers (air-to-air intercooled) | |
Timing system | Chain-driven DOHC with hydraulic tensioners | |
Oil type | Porsche Classic 10W‑60 mineral oil (high-zinc) | |
Dry weight | 204 kg |
The Porsche M 64.22 was used exclusively in Porsche's 993 Turbo platform with rear-engine, longitudinal mounting and no external licensing. This engine powered both coupé and cabriolet Turbo variants, with identical output and architecture. From 1997, minor updates included revised turbo wastegate actuators and improved oil cooler mounting, but core internals remained unchanged. All adaptations are documented in OEM technical bulletins.
The M 64.22's primary reliability risk is turbocharger and main bearing failure due to oil coking under high heat, with elevated incidence in track or hot‑climate use. Porsche internal service data from 1998 indicated over 25 % of high‑load engines required turbo or bearing service before 100,000 km, while owner surveys correlate neglected oil changes with catastrophic seizure. Extended idling and aggressive driving without cooldown cycles accelerate wear, making oil quality and thermal management critical.
Analysis derived from Porsche technical bulletins (1995–1998) and UK specialist workshop data (1998–2023). Repair procedures should follow manufacturer guidelines.
The most common questions about engine codes, what they mean, how to find them and how this database works
The M 64.22 offers exhilarating performance but demands rigorous maintenance. Heat management is critical—turbo and bearing failures are common in neglected examples. Using correct high-zinc mineral oil and adhering to 5,000 km oil changes is essential. Well-cared-for engines can exceed 120,000 km, but track use requires additional cooling upgrades.
Top issues include turbo oil coking, main bearing wear, intercooler duct leaks, and Motronic sensor drift. Porsche service bulletins (e.g., 993/05/96) document these concerns extensively. The engine’s air-cooled architecture makes it uniquely vulnerable to thermal stress under sustained load.
Exclusively the 993-generation 911 Turbo (1995–1998) in coupé and cabriolet forms. It was the last turbocharged air-cooled flat-six. No Turbo S, GT, or RS variants used this exact code. All are rear-engine, all-wheel-drive (from 1996) grand tourers with wide-body styling.
Yes—common upgrades include larger K16 variants, improved intercoolers, and ECU remap. Stage 1 typically yields 450–480 PS. However, the air-cooled block and stock rods limit safe output; going beyond 520 PS risks main bearing or rod failure without internal reinforcement.
Modest for a high-performance car: ~16.5 L/100km (city) and ~11.2 L/100km (highway), or ~17 mpg UK combined. Aggressive driving can push consumption beyond 22 L/100km. The twin-turbo setup prioritizes power over efficiency.
Yes. The M 64.22 is an interference engine—pistons and valves occupy the same space if timing fails. Chain-driven DOHC with hydraulic tensioners is generally robust, but catastrophic turbo or bearing failure can introduce debris that indirectly affects valvetrain integrity.
Porsche specifies a high-zinc 10W‑60 mineral oil (e.g., Porsche Classic). Synthetic oils are not recommended for flat-tappet ancillary drives. Change oil every 5,000 km or 6 months—whichever comes first—to prevent turbo coking and bearing wear.
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