Rough estimate for labour
Discussion
Routine cam belt change (with rollers as required) takes 4 hrs, additional 1-2 hrs to replace all the engine front seals.
Changing the cam chain and tensioner and retiming the cam properly will add a further 2-3 hrs.
The oil pump can be removed from the front of the engine without removing the camshaft, but the sump will have to come off first.
Changing the cam chain and tensioner and retiming the cam properly will add a further 2-3 hrs.
The oil pump can be removed from the front of the engine without removing the camshaft, but the sump will have to come off first.
derestrictor said:
I'd certainly recommend the Ninemeister, since he represents the ultimate Porsche twiddler in the universe.
Edmund of Adders' Black.
Hi DeR,
I was at 9M on Wednesday and I saw your car there. Colin was taking you back to the airport at the time. Did you see that new looking silver 993 GT2 without its bumpers on? It was lovely.
Thanks for the reply.
Trying to discover why I still have low oil pressure.
Probably due to the aftermath of the cam teeth shearing off!
So after new cams, chain, tensioner, all belts and pulleys I still have this problem. The sump was taken off and lots of shrapnel found. The engine has been flushed. So the next step is to try and discover if the pump is creamed, before going for the final nail in the coffin of engine out in bits.
Pressure at idle was at 2bar, but when cruising along it was at the normal 5bar.
Any pointers/ideas will be greatly appreciated.
The first question was basically to have some kind of idea what I'm into as the mechanic is putting things in only to come out and back in, I don't really want to be paying for a 'belt' job thrice!
Cheers
>> Edited by flamingeye on Friday 24th June 23:45
Trying to discover why I still have low oil pressure.
Probably due to the aftermath of the cam teeth shearing off!
So after new cams, chain, tensioner, all belts and pulleys I still have this problem. The sump was taken off and lots of shrapnel found. The engine has been flushed. So the next step is to try and discover if the pump is creamed, before going for the final nail in the coffin of engine out in bits.
Pressure at idle was at 2bar, but when cruising along it was at the normal 5bar.
Any pointers/ideas will be greatly appreciated.
The first question was basically to have some kind of idea what I'm into as the mechanic is putting things in only to come out and back in, I don't really want to be paying for a 'belt' job thrice!
Cheers
>> Edited by flamingeye on Friday 24th June 23:45
Salutations McSenna,
Alas, I didn't have much time to trawl Il Belton's multifarious wares but I was treated to him revving the goolies orf a lovely, red 964RS on the rolling road.
The ear mufflers were mightily impressive, btw.
I must confess to a growing penchant for this model but am currently insufficiently versed in the way of the badger to develop such fantasies further.
Will you be Brunting on the 17th? I rather feel you are well overdue some richly deserved abuse, plus, I wouldn't mind a run out in your car.
Scumi di Nord.
Alas, I didn't have much time to trawl Il Belton's multifarious wares but I was treated to him revving the goolies orf a lovely, red 964RS on the rolling road.
The ear mufflers were mightily impressive, btw.
I must confess to a growing penchant for this model but am currently insufficiently versed in the way of the badger to develop such fantasies further.
Will you be Brunting on the 17th? I rather feel you are well overdue some richly deserved abuse, plus, I wouldn't mind a run out in your car.
Scumi di Nord.
Loss of oil pressure after a belt change is usually due to the crank pulley being incorrectly fitted.
The thin splined sleeve that drives the oil pump is driven by clamping force of the bottom pulley assembly. The only way that this can be assembled wrong is when the balance belt toothed wheel is fitted slightly askew, so that the keyslot is not located on the key in the crank and instead the back of the wheel presses against the end of the key. In this case although the crankshaft bolt can be sufficiently tight and the cam/balance timing could be correct, there will be no clamping pressure on the oil pump sleeve and hence no or little oil pressure.
The thin splined sleeve that drives the oil pump is driven by clamping force of the bottom pulley assembly. The only way that this can be assembled wrong is when the balance belt toothed wheel is fitted slightly askew, so that the keyslot is not located on the key in the crank and instead the back of the wheel presses against the end of the key. In this case although the crankshaft bolt can be sufficiently tight and the cam/balance timing could be correct, there will be no clamping pressure on the oil pump sleeve and hence no or little oil pressure.
derestrictor said:
Salutations McSenna,
Alas, I didn't have much time to trawl Il Belton's multifarious wares but I was treated to him revving the goolies orf a lovely, red 964RS on the rolling road.
The ear mufflers were mightily impressive, btw.
I must confess to a growing penchant for this model but am currently insufficiently versed in the way of the badger to develop such fantasies further.
Will you be Brunting on the 17th? I rather feel you are well overdue some richly deserved abuse, plus, I wouldn't mind a run out in your car.
Scumi di Nord.
Hi DeR,
Sorry mate, I missd your post from Saturday. I can't go to Vmax I'm afraid. I have put all my money into normal track days which is what my car is all about really, e.g. Bedford this Friday in the evening, Croft after that etc.
Surely a man of your ample means could justify a 30 grand 964 RS in the garage for use on track days? Go for it!!
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