Knackered old Porsche with loads of miles - 996 content
Discussion
poppopbangbang said:
So as a bit of a busman's holiday I did Pure Rally to Monaco in it the week before last.
For those interested this years big service ignoring parts which were upgrades not service was:
- Plugs
- Coil Packs (changed every second year regardless).
- All filters including aux tank transfer filter, main fuel filter and a fresh BMC air filter.
- MAF (changed every second year regardless)
- Crank and Cam sensors (changed every second year regardless)
- Toe Arm sphericals (these seem to be quite short lived so this is pretty much an annual replacement)
- Dampers stripped, inspected and rebuilt (again every second year regardless) along with top mounts and all suspension joints inspected.
- Clutch, cover plate, release bearing, clutch fork and pivot (lifed at 100K) along with RMS and IMS cover plate seal.
- Oil and filters obviously (this engine carries 9.25L of oil at full vs 8 - 8.25 for a standard M96)
- Everything else was inspect and check and was all good bar a couple of clips and fasteners that were looking worse for wear and were replaced.
Thanks for the massive info again, quite useful!For those interested this years big service ignoring parts which were upgrades not service was:
- Plugs
- Coil Packs (changed every second year regardless).
- All filters including aux tank transfer filter, main fuel filter and a fresh BMC air filter.
- MAF (changed every second year regardless)
- Crank and Cam sensors (changed every second year regardless)
- Toe Arm sphericals (these seem to be quite short lived so this is pretty much an annual replacement)
- Dampers stripped, inspected and rebuilt (again every second year regardless) along with top mounts and all suspension joints inspected.
- Clutch, cover plate, release bearing, clutch fork and pivot (lifed at 100K) along with RMS and IMS cover plate seal.
- Oil and filters obviously (this engine carries 9.25L of oil at full vs 8 - 8.25 for a standard M96)
- Everything else was inspect and check and was all good bar a couple of clips and fasteners that were looking worse for wear and were replaced.
Can you explain a bit on the MAF please? Any specific/technical reason that you have to change once every two years? Also wanted to ask about AOS, how of then do you change?
ooid said:
Any specific/technical reason that you have to change once every two years? Also wanted to ask about AOS, how of then do you change?
I'd imagine he's just covering the main 'service' parts. The little things that could go wrong but probably won't.The ones that are cheap enough to be worthwhile replacing to avoid a breakdown.
Mikeeb said:
Any thoughts as to why the IMS bearing in this engine has survived so well?
Pretty much all the dual row bearing 3.4L cars do. If memory serves it's something like 0.7% failure rate on dual row cars vs 8% on single row cars. The dual row bearing is massive and simply isn't a failure point.Even when you consider the single row bearing cars, when you compare them to the amount of M engines eating rod bearings and AMGs of similar vintage to the 996 going horribly rusty it's not actually that big a deal. Either buy one that's been built or buy a cheaper one and rebuild it if you are one of the 8%.... it's no more than sorting an S54 engine out. The 996 has unfairly got a reputation for being unreliable when realistically they are one of the toughest cars out there in terms of their ability to munch miles and wear it well, indeed it is the garaged only used at weekends low mileage ones that seem to suffer the most!
ooid said:
Thanks for the massive info again, quite useful!
Can you explain a bit on the MAF please? Any specific/technical reason that you have to change once every two years? Also wanted to ask about AOS, how of then do you change?
Two years is 80K miles. They aren't that expensive and it's silly to leave them in past that when they're not far off design life and a failure will cause various problems from poor start to loss of PSM/ABS as the ECU is unable to run the torque reduction strategies required for both. Can you explain a bit on the MAF please? Any specific/technical reason that you have to change once every two years? Also wanted to ask about AOS, how of then do you change?
It's had one AOS and a set of bellows if memory serves.
Wow, love the approach, its almost like aviation levels of maintenance "Lifed out" rather than broken, obviously with more than a hint of motorsport.
Its an old school approach, compared to as someone mentioned "Its done over 100k, it must be f
ked", it being used, developed and modified, the complete antithesis to the "Whats the shiniest, highest spec VAG/German thing I can borrow for a couple of years for the lowest monthly price", nice to see it just takes it, perhaps a lot of the problems people have are lack of maintenance and lack of use, with a hint of Porsche cutting corners later on in the models run.
I dont know how I missed this first time round, certainly captured peoples imagination, please keep updating it !
Its an old school approach, compared to as someone mentioned "Its done over 100k, it must be f
ked", it being used, developed and modified, the complete antithesis to the "Whats the shiniest, highest spec VAG/German thing I can borrow for a couple of years for the lowest monthly price", nice to see it just takes it, perhaps a lot of the problems people have are lack of maintenance and lack of use, with a hint of Porsche cutting corners later on in the models run.I dont know how I missed this first time round, certainly captured peoples imagination, please keep updating it !
poppopbangbang said:
Pretty much all the dual row bearing 3.4L cars do. If memory serves it's something like 0.7% failure rate on dual row cars vs 8% on single row cars. The dual row bearing is massive and simply isn't a failure point.
Even when you consider the single row bearing cars, when you compare them to the amount of M engines eating rod bearings and AMGs of similar vintage to the 996 going horribly rusty it's not actually that big a deal. Either buy one that's been built or buy a cheaper one and rebuild it if you are one of the 8%.... it's no more than sorting an S54 engine out. The 996 has unfairly got a reputation for being unreliable when realistically they are one of the toughest cars out there in terms of their ability to munch miles and wear it well, indeed it is the garaged only used at weekends low mileage ones that seem to suffer the most!
Oh I know all about rod bearings. I've just done them in my S85 as a preventative measure. A couple had just started to show a glimmer of copper @ 95k!Even when you consider the single row bearing cars, when you compare them to the amount of M engines eating rod bearings and AMGs of similar vintage to the 996 going horribly rusty it's not actually that big a deal. Either buy one that's been built or buy a cheaper one and rebuild it if you are one of the 8%.... it's no more than sorting an S54 engine out. The 996 has unfairly got a reputation for being unreliable when realistically they are one of the toughest cars out there in terms of their ability to munch miles and wear it well, indeed it is the garaged only used at weekends low mileage ones that seem to suffer the most!
J4CKO said:
Wow, love the approach, its almost like aviation levels of maintenance "Lifed out" rather than broken, obviously with more than a hint of motorsport.
To be fair to OEM service schedules, they also frequently life components - but how many people bother sticking to them once the car's hit 100k/10 years? overshoot said:
On the infamous IMS, can you check if the engine has the dual row by, engine number, VIN or build date?
There was a mix and match with some cars having dual row and some single row during 2000. Generally speaking the 99 cars were dual row and as such a 3.4 99 C2 or C4 is a pretty good bet for reliable poverty pork 
Just a quick update on the old bus.
It's still going strong and still racking up the miles. It had a new clutch slave this weekend as it was just starting to leak - a 30 minute job on a 996 and to be fair it was overdue as it hadn't been changed at the last clutch swap due to arriving late in the post. The only other failure to report is the hands free mic on the stereo has packed up.
The motor still shows no signs of getting near end of life but the rear diff is just starting to make the tell tale noises of a well used item, I suspect in the next 20K or so this will need a rebuild which would be nearly 350K miles between gearbox rebuilds so not bad going!
It's still going strong and still racking up the miles. It had a new clutch slave this weekend as it was just starting to leak - a 30 minute job on a 996 and to be fair it was overdue as it hadn't been changed at the last clutch swap due to arriving late in the post. The only other failure to report is the hands free mic on the stereo has packed up.
The motor still shows no signs of getting near end of life but the rear diff is just starting to make the tell tale noises of a well used item, I suspect in the next 20K or so this will need a rebuild which would be nearly 350K miles between gearbox rebuilds so not bad going!
This popped up on FB and thought it may be of interest.relevant, apologies if been posted before.
https://www.carthrottle.com/post/how-much-power-wi...
https://www.carthrottle.com/post/how-much-power-wi...
J4CKO said:
This popped up on FB and thought it may be of interest.relevant, apologies if been posted before.
https://www.carthrottle.com/post/how-much-power-wi...
A little o/t, but does Carthrottle generate *any* of its own content..as that's a video taken from a Jalopnik story published, I think, yesterday.https://www.carthrottle.com/post/how-much-power-wi...
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