You somehow have to get the wrist pin clips through this mess which requires other special tools and prayers.
The use of a borescope is mandatory to make sure the wristpin clips are in the grooves!!! Maneuvering them there is super hard even with all of the right stuff, and many an engine has died when someone skipped the borescope checks. This level of dumbness is stupefying. Edward Deming is crying from heaven.
A lot of the M96 engines woes are caused by inadequate oiling. Oil slosh in the sump is an issue. Believe it or not, Porsche, a company supposedly driven by motorsports and engineering greatness, has designed a wet sump system that is incapable of supplying the engine with adequate lubrication, even with stock wheels and suspension.
Perhaps the fact that previous air cooled flat-6 Porsche engines were dry-sumped, so Porsche did not know how to deal with wet-sump lubrication- is a factor? To help with these issues, LN Engineering makes a kit to increase sump capacity. This helps deal with slosh and oil loss through many leaks hahahaha.
BRS makes this deep sump oil pan with nicely executed baffles to help deal with the oil starvation issues. We guess that you could also bite the bullet and install a Dailey Engineering dry-sump system to really fix the problem!
Yet another M96 issue, to top it all off, in the “let’s engineer in the catastrophic failure category,” is weak connecting rod bolts. We don’t have to get into detail to tell you what happens when rod bolts break!
The stock powdered metal rods have cracked caps, so the rods cannot be resized. This means that you cannot simply replace the rod bolts with quality high strength parts like ARP. The solution to the problem is to run high-quality aftermarket racing rods.