Knackered old Porsche with loads of miles - 996 content
Discussion
seiben said:
Yes, but the OP's car already has a secondary fuel tank. I imagine an LPG system would warrant the removal of this.
I'm thinking the OP may have considered it as an alternative range extender before he installed thatI know if I was burning through £50k of fuel a year I would have looked into it
I have no doubt there's good reason why he didn't, I'm only asking him what they are.
kevinf said:
I'm thinking the OP may have considered it as an alternative range extender before he installed that
I know if I was burning through £50k of fuel a year I would have looked into it
I have no doubt there's good reason why he didn't, I'm only asking him what they are.
Also, it won't be his personal money. If he's working for someone it'll be company money, so a tax write-off.I know if I was burning through £50k of fuel a year I would have looked into it
I have no doubt there's good reason why he didn't, I'm only asking him what they are.
If he's working for himself, it'll be in with the fee.
Hi chaps
My search continues and a car has popped up with substantial history, 128k under its belt and it's priced right for me. It's a 1998 c2 so an early one.
The intriguing thing is, in 2008 (33k ago) it had a new engine m, flywheel and clutch from Porsche at £10k.
So, in '08, had Porsche dealt with the IMS/ RMS issues? And as such this car would be clear if the common faults?
My search continues and a car has popped up with substantial history, 128k under its belt and it's priced right for me. It's a 1998 c2 so an early one.
The intriguing thing is, in 2008 (33k ago) it had a new engine m, flywheel and clutch from Porsche at £10k.
So, in '08, had Porsche dealt with the IMS/ RMS issues? And as such this car would be clear if the common faults?
olly22n said:
eltax91 said:
Hi chaps
My search continues and a car has popped up with substantial history, 128k under its belt and it's priced right for me. It's a 1998 c2 so an early one.
The intriguing thing is, in 2008 (33k ago) it had a new engine m, flywheel and clutch from Porsche at £10k.
So, in '08, had Porsche dealt with the IMS/ RMS issues? And as such this car would be clear if the common faults?
Nope, they replaced broken engines with engines that had the same design faults.My search continues and a car has popped up with substantial history, 128k under its belt and it's priced right for me. It's a 1998 c2 so an early one.
The intriguing thing is, in 2008 (33k ago) it had a new engine m, flywheel and clutch from Porsche at £10k.
So, in '08, had Porsche dealt with the IMS/ RMS issues? And as such this car would be clear if the common faults?
You need a post 09 DFI engine really (even they aren't immune)
Just buy the best one, and get it scoped and enjoy. I have one of the most notorious engines (cayman 3.4). I have accepted it will either go bang or it won't.
PPBB, how is the rebuild going, 3.7L sounds like some added fun.
LordHaveMurci said:
eltax91 said:
Yesterday, I left a deposit on a high mileage early 996.
Collect it next week. Happy boy.
I believe we are due some pictures Collect it next week. Happy boy.
Oh, and congratulations - welcome to the club
http://www.pistonheads.com/gassing/topic.asp?h=0&a...
stevesingo said:
Up and running yet?
Close! 
Took a while to get through Capricorn as they were flat out on F1. It ended up with my engine castings via Autofarm and two of our F1 blocks on the same waiting list.... always a problem when you are trying to get stuff done over silly season.
Not a lot to report on the motor other than it is built and should last a very, very long time. There are a few bits in there which had to be changed due to original parts being NLA and I took the decision to refurb my original heads rather than go for new ones (the cost difference wasn't much at all) as after this many heat cycles it's a fair bet my original head castings are thoroughly stress relieved and if there was any porosity that was going to cause a problem it would have shown up by now. The quality from Capricorn to Autofarms spec is brilliant, the machining work is to the same level of precision and finishing as the F1 engines I am used to working with..... which as it's been done by the same machinists is no real surprise but certain aspects, like the opening up of coolant passageways to cool the upper section of the liner, have been executed very, very well.
Really looking forward to getting back to piling the miles on it now and very interested to see what the difference in performance is between this motor and the old one. Not only has this one got a bump in capacity but the frictionals should be a fair bit lower too. I've kept the standard cam profiles and dual mass flywheel as driveabiliy is a really key thing to me as I do so many miles in it so whilst it would definitely go a fair bit better with some more aggresive cams in there I think we should see a decent increase in poke on the standard ones with no impact to idle or low speed driveability. At some point once it has a few thousand miles on it I'll run it on a chassis dyno to see where we have ended up power wise.
One thing that might need a bit of attention is the ECU calibration, I have previously played around with this but found the square root of naff all power wise - unsurprisingly the Porsche calibration is very good. When I went to equal length manifolds and GT3 throttle body there was no drama in supporting this and when I compared data back to back the MAF was correctly seeing the increase in air flow and the injector pulse width had lengthened accordingly. However with an extra 0.3L I suspect we might be over what the standard calibration can support, the car has a decent data logger, widebands etc. on it so it's a quick job to tell if it is. We'll just have to see
kevinf said:
First of all well done on an epic build I've enjoyed every page of it, Thanks for sharing .
I'm sure you've considered fitting LPG, What are the main reasons you decided not to go with it ?
From what I can see
- Added weight
- Possible difficulty finding filling stations when on the road
- slight loss of power
+ Increased range
+ Lower running cost
A LOT more weight and lot more complexity in the engine bay with additional regs, injectors etc. etc. It would also require a "valve saver" type setup to provide additional lubrication which is another potential failure point and complexity.I'm sure you've considered fitting LPG, What are the main reasons you decided not to go with it ?
From what I can see
- Added weight
- Possible difficulty finding filling stations when on the road
- slight loss of power
+ Increased range
+ Lower running cost
LPG is also less common on the continent when off the beaten track and it means there is no chance of using the Eurotunnel to get across the channel.
Reliability wise it's all fairly solvable but it's work to solve a problem that just doesn't exist as an additional petrol tank provides a lot more additional range, no real weight penalty (the tank, pump and plumbing when empty is less than 6KG) and requires no mods to engine loom etc.
LPG has its place, afterall we've had BTCC cars running it and the entire Palmersport fleet runs LPG but in this application the small cost save on a fill up just doesn't offer enough of a pro against the cons.
So a few more upgrades coming through, mostly on the electronics/data side of things.
As some may remember the car has an AIM EVO5 fitted for data acquisition. AIM have just released the GS dash for this logger so I have one of those on the way which I am going to de-case and investigate building it into the original rev counter area of the dash:
This will also allow me to tidy the dash area up a little by loosing the 4 light shift module I have above the rev counter at the moment and building it into the dash itself as part of the GS Dash.
I'm also going to add an additional LCU-One so I can monitor per bank lambda, these also give a fairly good indication of EGT as well by working backwards from the resistance in the heater circuit.
That should be pretty much everything ever required, unless I decide to harvest some spare brake temp IRs and laser ride heights from the F1s
As some may remember the car has an AIM EVO5 fitted for data acquisition. AIM have just released the GS dash for this logger so I have one of those on the way which I am going to de-case and investigate building it into the original rev counter area of the dash:
This will also allow me to tidy the dash area up a little by loosing the 4 light shift module I have above the rev counter at the moment and building it into the dash itself as part of the GS Dash.
I'm also going to add an additional LCU-One so I can monitor per bank lambda, these also give a fairly good indication of EGT as well by working backwards from the resistance in the heater circuit.
That should be pretty much everything ever required, unless I decide to harvest some spare brake temp IRs and laser ride heights from the F1s
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