I've just bought some poverty Pork…
Discussion
Most jobs on these like clutch involve dropping the engine out anyway. I think the whole thing sits on a tray which drops off easily enough. There is no prop obviously so the whole engine and box just drop off together. I'd imagine it's just the drive shafts, pipes and cables that attach to the rest of the car. I've never done it though obviously. They had to drop it on my 996 to fit the new brake pipes as one goes up over the box.
jayxx83 said:
a neighbour of mine sold his 997.2 CS due to coking issues. I didnt think the 9A1 suffered from this but his exhibited all the signs of valve coking. i guess the indirect injection may prove to have better longevity in the future.
I've heard of a few 997.2 with the same issue. I've a few friends with then that haven't had any issues, but they do get driven hard often. Maybe that helps?
Ok but the b7 rs4 suffers from this carbon build up in and around the inlet and its direct injection too right?
So where does this rubbish come from and how does it get into the inlet?
It could just be the breather venting gases from within the engine or it could be EGR like we have with diesels if these exist now on petrol engines.
I just googled the b7 rs4 problem and I read this is caused by exhaust gasses getting mixed with the inlet due to valve timing overlap where both valves are open at the same time. So I guess its possible the Porsche engine could have the same problem if there is valve overlap - which I think is common on most petrol engines - and there is an element of unburnt fuel in the exhaust gasses which again I think is common when high revving with advanced ignition to prevent detonation. You dont want to go lean right so you always want to be slightly rich to be on the safer side.
All guess work from me.
So where does this rubbish come from and how does it get into the inlet?
It could just be the breather venting gases from within the engine or it could be EGR like we have with diesels if these exist now on petrol engines.
I just googled the b7 rs4 problem and I read this is caused by exhaust gasses getting mixed with the inlet due to valve timing overlap where both valves are open at the same time. So I guess its possible the Porsche engine could have the same problem if there is valve overlap - which I think is common on most petrol engines - and there is an element of unburnt fuel in the exhaust gasses which again I think is common when high revving with advanced ignition to prevent detonation. You dont want to go lean right so you always want to be slightly rich to be on the safer side.
All guess work from me.
My technical knowledge on this is not great. I do believe that manifold injected engines didn't suffer from coking as the fuel washed the vales. When Audi launched the FSI engines I remember discussions at the time about the issue on here and whether it would present. I think they put in a load of measures designed to stop it like swirl pots and breather membranes and in many cases it didn't work. I was reading on here that the very common 2.0 TFSI doesn't suffer from coking. Same injection tech but maybe the heat generated by turbocharging prevents the deposits building up
What I do know is that most 4.2 RS4 & V8 R8 owner knows about this and takes remedial action every 25k-40k miles to get performance back to where it should be. It involves taking the inlet manifold off and either walnut blasting or using a toothpick & some petrol and a toothbrush & scrubbing away, it costs about £500 so not a huge expense in the scheme of running a car that does 18MPG and costs £1k for a set of tyres and £550 a year road tax etc.
Where it is a little muddy for me is that I am sure I read on here about how the Porsche DFI system was designed in a different way to the Audi FSI system that was more effective in reducing or removing the coking issue. Anecdotally I have not read of anyone suffering from it, I have not read about it from the garages on here who post about the saga of the Porsche engine issues. You'd think what with these engines being around for nearly 12 years, that an issue like that would be talked about and better known - certainly by the late noughties, well into the M96 & M97 lifes, there are many many threads about the woes affecting these engines
The question is simple, is there a fundamental design difference between the DFI & FSI engines that reduces the issue in the Porsche DFI engines, or does the issue occur and all these owners are in the dark about it.
What I do know is that most 4.2 RS4 & V8 R8 owner knows about this and takes remedial action every 25k-40k miles to get performance back to where it should be. It involves taking the inlet manifold off and either walnut blasting or using a toothpick & some petrol and a toothbrush & scrubbing away, it costs about £500 so not a huge expense in the scheme of running a car that does 18MPG and costs £1k for a set of tyres and £550 a year road tax etc.
Where it is a little muddy for me is that I am sure I read on here about how the Porsche DFI system was designed in a different way to the Audi FSI system that was more effective in reducing or removing the coking issue. Anecdotally I have not read of anyone suffering from it, I have not read about it from the garages on here who post about the saga of the Porsche engine issues. You'd think what with these engines being around for nearly 12 years, that an issue like that would be talked about and better known - certainly by the late noughties, well into the M96 & M97 lifes, there are many many threads about the woes affecting these engines
The question is simple, is there a fundamental design difference between the DFI & FSI engines that reduces the issue in the Porsche DFI engines, or does the issue occur and all these owners are in the dark about it.
There's a patent on the Audi which covers a valve treatment and an additive in the specific oil stipulated for the engine intended to mitigate this issue. Whether it was never used, doesn't work or people deviate from spec I don't know. What is evident is owners needing to routinely cleanse the engine to address the issue.
Various fuel manufacturers also make claims about the cleansing properties of their blends. My reading on this issue some time ago didn't suggest that they worked either.
Various fuel manufacturers also make claims about the cleansing properties of their blends. My reading on this issue some time ago didn't suggest that they worked either.
ATM said:
The famous cars with no reserve in Reading. They simply buy at auction and shift in high volumes. They always have 100 cars in motion which must he hard work to keep track of. They photograph them before they have even bought them and sometimes list them on ebay before they own them too. Some sell straight away and some take a few goes. Its an interesting business model. They currently have this ending in 18 hours.
2009
128000 miles
Gen 2
2.9 pdk
https://www.ebay.co.uk/itm/293320434222
Listed again2009
128000 miles
Gen 2
2.9 pdk
https://www.ebay.co.uk/itm/293320434222
https://rwww.ebay.co.uk/i/274099466013
ATM said:
Saw that one, suspect it'll finish at about £18k as Gen 2 PSE are very desirable, it's had 38 bids so farjakesmith said:
The question is simple, is there a fundamental design difference between the DFI & FSI engines that reduces the issue in the Porsche DFI engines, or does the issue occur and all these owners are in the dark about it.
It is very common in other brands too. My daily (Lexus) has this, but every 40k service the dealer suggests a clean-up (costs only 40 GBP). They mentioned it mostly about How you use the car... Assuming most 911 owners would rev the car, they might not have the issue at all for now.ATM said:
ATM said:
There is a standard looking 2.9 with 17 alloys and only 65000 miles on ebay now for 11999 and it is a more genuine looking dealer so I think this needs to be below the magic 10 to make it a deal.
Ok, so not exactly poverty budget for a 986 but I really like this.
https://www.williamscrawford.co.uk/listings/porsch...
Spec is fairly basic - no extended leather, plastic hood window etc but history sounds good, clutch and IMS are done and it comes with a WC warranty. Only concern is that the mileage will put off future buyers. Thoughts?
https://www.williamscrawford.co.uk/listings/porsch...
Spec is fairly basic - no extended leather, plastic hood window etc but history sounds good, clutch and IMS are done and it comes with a WC warranty. Only concern is that the mileage will put off future buyers. Thoughts?
ATM said:
You're paying a lot for the colour. So if you really like or want the colour then you have no choice. Same again when you sell. You either find someone who really wants the colour and will pay for it or you get your pants pulled down.
Sounds about right.Escy said:
Looks like a £5000 premium for the colour. Doesn't even look nice in my opinion.
If you can show me a £5k S with FSH, recent IMS, clutch and suspension refresh, Michelin Pilot sports and a hard top in a nice shade of dark blue I’ll take it!I have viewed a few 2001-03 2.7s in the 4-5k bracket and most seem to need work (weeping RMS, clutch, exhaust, suspension, rads, wheel refurb, mismatched tyres, interior wear etc). I’d say £3k+ investment needed to bring anything in that price bracket properly up to scratch?
Realistically I think this is an £7k car plus subjective colour premium?
OldSpeed said:
If you can show me a £5k S with FSH, recent IMS, clutch and suspension refresh, Michelin Pilot sports and a hard top in a nice shade of dark blue I’ll take it!
I have viewed a few 2001-03 2.7s in the 4-5k bracket and most seem to need work (weeping RMS, clutch, exhaust, suspension, rads, wheel refurb, mismatched tyres, interior wear etc). I’d say £3k+ investment needed to bring anything in that price bracket properly up to scratch?
Realistically I think this is an £7k car plus subjective colour premium?
Agree with you there. For an S with circa 100k, FSH, and with all the bits mentioned above sorted, would expect to spend between £6k and 7k.I have viewed a few 2001-03 2.7s in the 4-5k bracket and most seem to need work (weeping RMS, clutch, exhaust, suspension, rads, wheel refurb, mismatched tyres, interior wear etc). I’d say £3k+ investment needed to bring anything in that price bracket properly up to scratch?
Realistically I think this is an £7k car plus subjective colour premium?
Rosewood Red said:
OldSpeed said:
If you can show me a £5k S with FSH, recent IMS, clutch and suspension refresh, Michelin Pilot sports and a hard top in a nice shade of dark blue I’ll take it!
I have viewed a few 2001-03 2.7s in the 4-5k bracket and most seem to need work (weeping RMS, clutch, exhaust, suspension, rads, wheel refurb, mismatched tyres, interior wear etc). I’d say £3k+ investment needed to bring anything in that price bracket properly up to scratch?
Realistically I think this is an £7k car plus subjective colour premium?
Agree with you there. For an S with circa 100k, FSH, and with all the bits mentioned above sorted, would expect to spend between £6k and 7k.I have viewed a few 2001-03 2.7s in the 4-5k bracket and most seem to need work (weeping RMS, clutch, exhaust, suspension, rads, wheel refurb, mismatched tyres, interior wear etc). I’d say £3k+ investment needed to bring anything in that price bracket properly up to scratch?
Realistically I think this is an £7k car plus subjective colour premium?
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