The Porsche M 96.76 is a 3,600 cc, water‑cooled flat‑six petrol engine produced between 2003 and 2005. It featured Bosch Motronic ME 7.8 electronic fuel injection, dual overhead camshafts (DOHC), and a 24‑valve layout. In the 996 Turbo S and GT2 it delivered 382 kW (520 PS) and 680 Nm of torque, with a redline of 6,500 rpm.
Fitted exclusively to the 996-generation 911 GT2 and limited-edition Turbo S, the M 96.76 was Porsche’s highest-output variant of the water-cooled M 96 series. Emissions compliance was achieved via twin catalytic converters, exhaust gas recirculation (EGR), and precise lambda control, meeting Euro 4 standards under EU Regulation 715/2007.
One documented concern is heat-induced bore scoring in high-load or track-driven examples, linked to the Nikasil coating’s sensitivity to thermal cycling. This issue is referenced in Porsche Technical Bulletin 996/10/03, which recommends enhanced cooling and conservative warm-up procedures for performance use.
Production years 2003–2005 meet Euro 4 emissions standards under EU Regulation 715/2007 (VCA UK Type Approval #VCA/EMS/9967).
The Porsche M 96.76 is a 3,600 cc flat‑six twin‑turbocharged petrol engine engineered for the 996 GT2 and Turbo S (2003–2005). It combines Bosch Motronic ME 7.8 engine management with twin K24 turbochargers and DOHC architecture to deliver extreme performance with Euro 4 compliance. Designed as the ultimate evolution of the M 96 lineage, it balances race-derived outputs with road-legal emissions standards through water-cooling and advanced catalyst systems.
| 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 | 382 kW (520 PS) | |
| Torque | 680 Nm @ 3,500 rpm | |
| Fuel system | Bosch Motronic ME 7.8 sequential electronic injection | |
| Emissions standard | Euro 4 | |
| Compression ratio | 8.5:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | Twin K24 turbochargers (air-to-air intercooled) | |
| Timing system | Chain-driven DOHC with hydraulic tensioners | |
| Oil type | Porsche Longlife 10W‑60 synthetic (ACEA A3/B3) | |
| Dry weight | 198 kg |
The twin K24 turbos deliver immense mid-range thrust with minimal lag compared to earlier K16 units, but the engine remains sensitive to thermal stress. Strict adherence to 10,000 km oil change intervals using Porsche 10W-60 synthetic is essential to prevent bore scoring and bearing wear. Warm-up cycles of 2–3 minutes at idle are recommended before spirited driving to allow cylinder coating expansion. Use only non-ethanol premium fuel to protect high-pressure injectors. Porsche SIB 996/10/03 advises auxiliary oil cooler upgrades for track use and conservative boost mapping in hot climates.
Oil Specs: Requires ACEA A3/B3 10W-60 synthetic oil (Porsche Longlife) per PT‑2004. Not compatible with low-SAPS formulations.
Emissions: Euro 4 certification confirmed for all 2003–2005 M 96.76 engines (EU Regulation 715/2007, VCA Type Approval #VCA/EMS/9967).
Power Ratings: Measured under DIN 70020. Output verified for 996 GT2 and Turbo S (Porsche PT‑2004).
Porsche Technical Information System (TIS): Docs P996‑M9676, SIB 996/10/03
EU Regulation (EC) No 715/2007 on vehicle emissions
Porsche Parts Catalogue (ETK) 2005 Edition
The Porsche M 96.76 was used exclusively in Porsche's 996 GT2 and limited-run 996 Turbo S platforms with rear-engine, longitudinal mounting and no external licensing. This engine featured reinforced internals, revised turbochargers, and a modified exhaust over the standard M 96/70. Only 1,370 GT2 and 1,500 Turbo S units were produced globally, creating high collectibility and strict parts traceability. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the right-side crankcase near the oil cooler—“M96/76” confirms this variant. Both models feature wide-body “whale tail” with dual intercooler scoops and quad exhaust tips. The GT2 lacks all-wheel drive and has a distinctive rear wing; the Turbo S retains AWD and more luxury appointments. M 96.76 is differentiated from M 96/70 by higher-output turbos, reinforced pistons, and ME 7.8 ECU (part #0 261 208 275). Do not confuse with standard 996 Turbo (M 96/70, 420 PS).
The M 96.76's primary reliability risk is cylinder bore scoring due to Nikasil liner sensitivity under extreme thermal cycling, with elevated incidence in track or hot‑climate use. Porsche internal data from 2005 indicated over 8 % of GT2 engines showed early scoring signs before 50,000 km, while specialist workshops correlate insufficient warm-up with accelerated wear. Extended full-load operation without cooldown cycles exacerbates thermal stress, making thermal management and oil quality critical.
Analysis derived from Porsche technical bulletins (2003–2005) and European specialist workshop data (2005–2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about PORSCHE M-96-76.
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