Porsche Turbo 3.6
The M64.50 is the technical pinnacle of the 964 Turbo story: based on the M64 block instead of the old M30, with KKK K27 turbocharger and 265 kW. Built only for model years 1993/94, around 1,437 examples worldwide — rarer than the legendary Carrera RS 2.7. The turbo lag is shorter and the torque plateau broader than the M30.69. 520 Nm from 4,200 rpm, 0–100 under 4.8 seconds — without electronic driver aids, not a beginner's car. Technically more robust than the M30.69, but extremely expensive in parts due to rarity. Matching numbers (original engine and gearbox) is value-determining.
Rarer than the RS 2.7 — and more brutal
Only 1,437 examples, 360 hp, no ESP. Compared to the 3.3 Turbo: shorter turbo lag, more torque across a wider band, subjectively more effortless. But still a challenge — 520 Nm on rear-wheel drive without traction control. Anyone who finds an unmodified example is buying automotive history. Anyone who then drives it understands why this era remains unforgettable.
Engine Weaknesses 10
The turbocharger requires a cool-down period after every drive. If the engine is switched off immediately, residual oil bakes onto hot bearings — bearing wear and shaft seal damage follow.
Symptoms: Whining or grinding noise from the turbo area; oil smoke on cold start; elevated oil consumption; power loss.
The KKK K27 turbo wears on its plain bearings at high mileage. Especially when the engine is not allowed to cool down after full-load driving. Oil flow coking increases, bearing clearance grows.
Symptoms: Whistling noise from the turbo; increasing oil consumption; blue smoke on cold start and after boost; uneven boost pressure.
The K27-7200 turbo bearings wear through heat soak after engine shutdown. Oil bakes in the bearing, cold-start smoke and declining boost are typical consequences.
Symptoms: Bluish smoke on cold start, gradual power loss, oil visible in the charge air hose
The M64.50 Turbo shares the basic engine case with the M64.01 naturally aspirated engine. All cylinder base seal and stud bolt issues apply equally. Higher combustion pressure increases thermal stress on seals.
Symptoms: Oil spots centrally under the vehicle; oil film on aluminium blower housings; oil smell after driving.
The rear main seal leaks regularly on aged 964 Turbos. Removal requires gearbox disassembly, so labour is high.
Symptoms: Oil drops under the vehicle between engine and gearbox, oil smell while driving, residue on the flywheel
The crankcase ventilation system is designed for a naturally aspirated engine. Under boost pressure, crankcase pressure builds up, pushing out the dipstick and stressing seals.
Symptoms: Oil expelled from the dipstick tube, elevated oil consumption, oil film on top of the engine
The wastegate linkage on the K27 turbo corrodes and seizes, causing uncontrolled boost pressure. Excessive boost endangers internal engine components.
Symptoms: Surging at full throttle, sporadically too high or too low boost pressure, boost pressure warning light
Rubber hoses and thermostat are brittle and prone to cracking after 30 years of service. Failure can lead to rapid overheating of the water-cooled cylinder head section.
Symptoms: Coolant loss, temperature fluctuations, steam from the engine bay
The hydraulic timing chain tensioners on the M64 lose pressure after extended standing. Cold-start rattling is typical and can become permanent with wear.
Symptoms: Rattling on cold start that disappears once warm; with advanced wear persistent clattering
Age-related leaks at valve cover gaskets, camshaft bearings and timing chain cover. Oil drips onto the exhaust and produces a burning smell.
Symptoms: Oil smell after driving, visible oil drops under the vehicle, smoke from the exhaust
Vehicle Weaknesses 8
Especially on Cabriolet and Targa: weld seams at the windscreen-to-frame transition rust due to chassis flex. Repair requires windscreen removal.
ABS control unit located in the trunk. Connector pins corrode due to moisture ingress. Replacement costs up to €4,000. Preventive cleaning of the connectors is recommended.
The engine bay wiring harness of the 964 has become brittle with age. Insulation cracks on contact. Repairs by previous owners using unsuitable connections increase the risk of short circuits and fire.
Rubber bushings in the front control arms wear after approximately 80,000 km. Full control arm replacement necessary — bushings cannot be pressed in separately.
The 964 steering rack (the 911's first power steering) leaks at shaft seals and O-rings. Replacing the rack costs €1,000–3,000 depending on parts quality.
Synchro rings in the G50 gearbox wear with aggressive shifting. Typical symptom: grinding when engaging cold gears. Otherwise the G50 is considered low-maintenance with correct oil level.
Leaking battery acid attacks the battery tray in the trunk. Corrosion spreads beneath the trim and can penetrate structural areas.
Mechanical flaps at the heat exchanger outlets seize up over time. Broken cables lead to one-sided loss of warm air. Exhaust smell when heat exchangers are leaking.
Reports & Tests
5 owner complaints filed with NHTSA (1989–1994). Most reported: Body Structure (3), Engine (1), Brakes (1).