Carrera GT 12 year engine out service (pic heavy)
Discussion
I have done this twice before now, both at 4 and 8 years, and so it seemed appropriate to keep the tradition going and post up some pictures of the 12 year engine out service on my Carrera GT.
The car has now done just over 20,000 miles. My use of the car has slowed somewhat, but I still manage half a dozen decent drives each year, and this year (2019) it will be going on what I hope will be an amazing trip to Europe with two other CGTs, owned by friends (yes, we will have a support car for the luggage!).
The CGT is still my all-time favourite car to drive. Every second behind the wheel is a joy and privilege. Every control reminds you of the depth of engineering that went into the car. Late in 2018 I drove it back to back (with some friends) against the 918. As stunning as the 918 is, all four of us clearly preferred the CGT as a driving experience. The relative lack of weight is obvious, and the chassis much more playful.
Since my last update the car has also become a tiny bit famous - it was photographed for an issue of Top Gear magazine. This is one of the shots they used.
Now onto the engine out service photos. As usual, I asked the brilliant team at Porsche Reading to go over the car with a fine tooth comb, and this resulted in a few parts being replaced (e.g. front springs which had just started to corrode at one end).
The engine mount at the bulkhead had also worn slightly, and so was replaced.
This is the underside of the car, with the carbon under trays removed.
All the under trays and wheel arch liners were cleaned.
I also had the front buttresses repainted as these had become a bit tired, even with paint film protection.
The engine bay was cleaned once the engine had been removed.
Suspension components were also checked and cleaned.
The wheels were refurbished. As they are magnesium, it is vital to ensure that the lacquer is renewed frequently to avoid any risk of the metal oxidising.
The details on the engine, including the gear drive for the camshafts, remain a delight.
I also had the seats removed so that my detailer could clean underneath, and we also repaired a couple of minor scratches to the lacquer on the carbon tub.
The one unusual piece of work I had done was a check of the gearbox. I had noticed 2nd gear becoming increasingly notchy when cold. Once up to temperature it was fine, but as the problem was getting worse I decided, in an abundance of caution, to have the gearbox inspected by HOR, the OEM. One of the lovely details of the CGT is that the gearbox can only be worked upon by HOR. There is even a little padlock on the gearbox housing, that if broken means that HOR knows someone unauthorised has worked on it!
This is the gearbox housing:
And here's what inside!
On inspection, HOR found a very small crack in one of the 2nd gear synchro rings, so this was replaced.
They also advised replacing the differential parts, as they have now designed strengthened (forged) components, to replace the milled originals. A not inexpensive change, but I have always chosen to maintain the car irrespective of cost.
The clutch, by the way, continues its magic trick of not appearing to wear at all - the measurement was almost identical to 4 years ago at just under 30mm.
Once reassembled, the car looked, once again, like new, cosmetically and mechanically. Thanks for the amazing Porsche Reading team and Richard from Refined Detail for their great work.
Thanks for reading - I do hope you enjoyed.
The car has now done just over 20,000 miles. My use of the car has slowed somewhat, but I still manage half a dozen decent drives each year, and this year (2019) it will be going on what I hope will be an amazing trip to Europe with two other CGTs, owned by friends (yes, we will have a support car for the luggage!).
The CGT is still my all-time favourite car to drive. Every second behind the wheel is a joy and privilege. Every control reminds you of the depth of engineering that went into the car. Late in 2018 I drove it back to back (with some friends) against the 918. As stunning as the 918 is, all four of us clearly preferred the CGT as a driving experience. The relative lack of weight is obvious, and the chassis much more playful.
Since my last update the car has also become a tiny bit famous - it was photographed for an issue of Top Gear magazine. This is one of the shots they used.
Now onto the engine out service photos. As usual, I asked the brilliant team at Porsche Reading to go over the car with a fine tooth comb, and this resulted in a few parts being replaced (e.g. front springs which had just started to corrode at one end).
The engine mount at the bulkhead had also worn slightly, and so was replaced.
This is the underside of the car, with the carbon under trays removed.
All the under trays and wheel arch liners were cleaned.
I also had the front buttresses repainted as these had become a bit tired, even with paint film protection.
The engine bay was cleaned once the engine had been removed.
Suspension components were also checked and cleaned.
The wheels were refurbished. As they are magnesium, it is vital to ensure that the lacquer is renewed frequently to avoid any risk of the metal oxidising.
The details on the engine, including the gear drive for the camshafts, remain a delight.
I also had the seats removed so that my detailer could clean underneath, and we also repaired a couple of minor scratches to the lacquer on the carbon tub.
The one unusual piece of work I had done was a check of the gearbox. I had noticed 2nd gear becoming increasingly notchy when cold. Once up to temperature it was fine, but as the problem was getting worse I decided, in an abundance of caution, to have the gearbox inspected by HOR, the OEM. One of the lovely details of the CGT is that the gearbox can only be worked upon by HOR. There is even a little padlock on the gearbox housing, that if broken means that HOR knows someone unauthorised has worked on it!
This is the gearbox housing:
And here's what inside!
On inspection, HOR found a very small crack in one of the 2nd gear synchro rings, so this was replaced.
They also advised replacing the differential parts, as they have now designed strengthened (forged) components, to replace the milled originals. A not inexpensive change, but I have always chosen to maintain the car irrespective of cost.
The clutch, by the way, continues its magic trick of not appearing to wear at all - the measurement was almost identical to 4 years ago at just under 30mm.
Once reassembled, the car looked, once again, like new, cosmetically and mechanically. Thanks for the amazing Porsche Reading team and Richard from Refined Detail for their great work.
Thanks for reading - I do hope you enjoyed.
Edited by stefan1 on Wednesday 17th April 23:51
Pericoloso said:
Good write up ,thanks for sharing.
May I ask how much this extensive service cost ?
It was more than usual because I elected to have some parts repainted and there were some one-offs like engine mount replacement.May I ask how much this extensive service cost ?
All told it was just over £20k for the service and a similar sum for the gearbox work (including shipping), which, as I mentioned, including some elective work to replace the differential parts with the forged components.
Cheers
993rsr said:
Fabulous!
Interesting on the re-design of the differential parts, mine is due it's fourth 4 year engine out service next year and second has become notchy again, I had 3rd gear synchro replaced and one of the selector mechanism parts (which is now a paperweight in my office) by Hor a few years ago and will ask Reading to send the box back when the engines out.
I also had those selector parts replaced too...worth asking about the differential for sure.Interesting on the re-design of the differential parts, mine is due it's fourth 4 year engine out service next year and second has become notchy again, I had 3rd gear synchro replaced and one of the selector mechanism parts (which is now a paperweight in my office) by Hor a few years ago and will ask Reading to send the box back when the engines out.
Cheers
JPCGT said:
Hi Stefan,
Nice write up and always good to hear the service regime followed by owners.
How frequently would you recommend lacquering the magnesium wheels ?
Also, do you exercise your CGT on a relatively frequent basis, even over the winter period or do you store it carefully without issue?
Great thread and interesting to compare CGT ownership experiences.
J
I have had them done every four years. In the meantime, they always pick up the odd stone chip and it's a small cost to keep them in 100% condition (particularly given how expensive a replacement wheel would be).Nice write up and always good to hear the service regime followed by owners.
How frequently would you recommend lacquering the magnesium wheels ?
Also, do you exercise your CGT on a relatively frequent basis, even over the winter period or do you store it carefully without issue?
Great thread and interesting to compare CGT ownership experiences.
J
I tend to leave the car for no more than 3 months, even over winter, although I'll avoid salty roads obviously. As ever with Porsche, the car starts on the button every time.
coyft said:
Great write up and wonderful to see the enthusiasm of a fellow owner.
I'm very new to CGT ownership and hope to use it quite a lot this summer.
A quick question on the clutch use. How do you nip out at a junction without using the accelerator before the clutch is fully out? Also if you're on a hill is it OK to hold the car on the clutch (without accelerator)?
Others here have given great advice. All I'd add is that for hill starts the alternative is to hold the car on the footbrake, and then lift the clutch to the biting point, and just when you sense the anti-stall has kicked in (when the revs drop and then recover), gently roll off the footbrake and clutch at the same time. I'm very new to CGT ownership and hope to use it quite a lot this summer.
A quick question on the clutch use. How do you nip out at a junction without using the accelerator before the clutch is fully out? Also if you're on a hill is it OK to hold the car on the clutch (without accelerator)?
I find this easier than reaching down for the handbrake - and it also avoids the temptation to put your right foot on the throttle because it is on the brake!
Enjoy the car!
SRT Hellcat said:
I believe Manthey have a replacement clutch available that behaves like a normal clutch. I think its 14 or 16000 euros.
Anti stall. On my spin around the block route I have two T junctions that are uphill and require full left lock. The anti stall does not seem to account for the tyre loading as the car moves and stalls. I find treating the clutch like a race car paddle clutch works but with as little rpm as possible and get the clutch out as soon as possible. It took a little while to perfect but it works and in three years of ownership the clutch has the same wear on it as it was when I bought the car. Also change watch from left to right hand for accessing handbrake. Annoyingly to avoid the front bumper under carbon piece just rubbing the ground I have to turn left out of my drive that results in the two difficult T junctions.
Anti stall. On my spin around the block route I have two T junctions that are uphill and require full left lock. The anti stall does not seem to account for the tyre loading as the car moves and stalls. I find treating the clutch like a race car paddle clutch works but with as little rpm as possible and get the clutch out as soon as possible. It took a little while to perfect but it works and in three years of ownership the clutch has the same wear on it as it was when I bought the car. Also change watch from left to right hand for accessing handbrake. Annoyingly to avoid the front bumper under carbon piece just rubbing the ground I have to turn left out of my drive that results in the two difficult T junctions.
on changing the watch over - a small but important detail!Caddyshack said:
Nice write up on the service and so nicely presented! I did not realise these had such regular engine out services.
My friend is one of the others going on the 3 car trip you mentioned, I keep meaning to go over and see his black one again...I saw it a few times with the previous owner.
Do you still have the Yellow 993 RS?, I used to see you a lot on the Paddock Club days...mainly at Bedford.
Thanks. I believe that the original reason for the engine out service was to be able to adjust the valve clearances. Nowadays, I think that can be done with the engine in situ, so strictly speaking taking the engine out isn’t necessary. But I think it is worth it to make sure every component can be inspected and keep the car in as near to perfect condition.My friend is one of the others going on the 3 car trip you mentioned, I keep meaning to go over and see his black one again...I saw it a few times with the previous owner.
Do you still have the Yellow 993 RS?, I used to see you a lot on the Paddock Club days...mainly at Bedford.
I never had a yellow 993RS, but rather a black one...loved that car!
As a few have asked, here is a rough breakdown of the service costs (parts and labour combined, inc. VAT):
Major service £7.5k
6 ignition coils £500
Replace engine mount £800
Replaced two camshafts (parts under goodwill), labour cost (net of contribution) £1.5k
Replaced front spring coils £850
Replaced 12V battery (cheaper to do when car already disassembled, I replace every 4 years) £400
4 new Michelin SuperSport tyres fitted £1,200
Four wheel alignment £1,000
Elective paintwork £2,700
Detailing (Refined Detail) £2,000
Gearbox repair £19k including prep and shipping
So the core service work remains, I think, for a car of this type very reasonable indeed. "Normal" annual services are c. £2k. Elective work was around 60% of the Porsche Reading bill.
Major service £7.5k
6 ignition coils £500
Replace engine mount £800
Replaced two camshafts (parts under goodwill), labour cost (net of contribution) £1.5k
Replaced front spring coils £850
Replaced 12V battery (cheaper to do when car already disassembled, I replace every 4 years) £400
4 new Michelin SuperSport tyres fitted £1,200
Four wheel alignment £1,000
Elective paintwork £2,700
Detailing (Refined Detail) £2,000
Gearbox repair £19k including prep and shipping
So the core service work remains, I think, for a car of this type very reasonable indeed. "Normal" annual services are c. £2k. Elective work was around 60% of the Porsche Reading bill.
Yes, great video - Harry captures the joy of driving it very well indeed.
Interesting how he shares how close it was between the CGT and F1 in Evo's 2013 greatest analogue supercars test (the F1 won). I know the F1 is amazing, but as a pure driver's car, personally I think the CGT eclipses it.
I am fitting KW's suspension kit to mine in the spring (via Manthey Racing) - having tried it on a friend's car last year it makes the chassis even sharper...cannot wait!
Interesting how he shares how close it was between the CGT and F1 in Evo's 2013 greatest analogue supercars test (the F1 won). I know the F1 is amazing, but as a pure driver's car, personally I think the CGT eclipses it.
I am fitting KW's suspension kit to mine in the spring (via Manthey Racing) - having tried it on a friend's car last year it makes the chassis even sharper...cannot wait!
Murcielago_Boy said:
Stefan - is this the KW kit with the integrated suspension lift system as well?
I may be wrong - they do two kits.
One is just suspension, the other suspension plus lift.
Interested to hear about your experience.
Suspension plus integrated lift kit is the plan: currently in build with KW for fitment in March I hope.I may be wrong - they do two kits.
One is just suspension, the other suspension plus lift.
Interested to hear about your experience.
When I drove the very kind friend's car, I'd say the primary difference was that when you enter a corner, the suspension settles faster than in the standard car, in which there is just a small delay, where you have to wait for it for a fraction of a second to "take a set". It's a subtle but worthwhile difference.
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