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Blue-S

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  • From
    Corona, California
  • Porsche Club
    No
  • Present cars
    2000 Boxster S
    1995 Plymouth neon 24 Hours of LeMons racecar
  • Former cars
    1997 Dodge Neon ACR - SCCA Showroom Stock C club racer

Blue-S's Achievements

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  1. I replaced the original clutch on my 2000 S with the Sachs disc/pressure plate/release bearing kit last weekend. I also installed a new pilot bearing, new fork pivot plastic piece and new bolts for the flywheel and pressure plate. I cleaned up the flywheel's friction surface with a 3M Roloc white bristle disc. The clutch pedal feel is very different now, and much better than before. With the original 67,000 mile clutch, the pedal effort was high and the clutch engagement occurred over a pretty short sweep of pedal travel. The high clutch pedal effort and sudden engagement made the car hard to drive smoothly. I detected no slippage on the original clutch, though. Upon disassembly, I noted that the disc rivets were just about to make contact with the pressure plate's friction surface. Interestingly, the rivet ends on the flywheel side of the disc were not as close to making contact with the flywheel as the rivets on the other side. Perhaps that was by design, in order to prevent flywheel damage if the clutch is severely worn. I saw no evidence of broken or cracked fingers on the original pressure plate. With the new clutch installed, the pedal effort is much lighter and the clutch take-up is a lot more progressive, since the engagement takes place over a longer sweep of pedal travel. Why does a worn clutch disc cause a higher clutch pedal effort? As the disc wears thinner, the angle of the fingers in the diaphragm spring (in the pressure plate) changes. Some of the mechanical advantage in the system is lost, which brings the twin evils of less clamping force and greater pedal effort.
  2. Some people seem to think that the Boxster cruises at 180 degrees because the temp gauge needle typically sits between the "8" and "0" of the "180" label when at cruise. I don't think that Porsche labeled the gauge so that 180 degrees is indicated when the needle is in that position...even though they might have made it deliberately misleading. The temp gauge has a blue-tinged tic in the vicinity of the "100" label, then an unlabeled tic, then a tic above the left side of the "8" in the "180", then another unlabeled tic, and finally a red tic in the vicinity of the "250" label. That being the case, the common temp gauge needle position at cruise (between the 8 and the 0) might be inferred as 200 or maybe more. I suppose that the unlabeled tic to the right of 180 could be inferred as 225... This topic was debated/discussed last August on the 986 Forum, so in response I grabbed a scan tool and did some road testing. One of the data lines available in the Generic scan tool mode is ECT (from the DME), so I was able to compare temp gauge readings, HVAC diagnostic mode coolant temp readings and scan tool ECT readings on my 2000 Boxster S 6-speed. Key on, engine off: HVAC = 31 deg C (88 deg F), Scan Tool = 91 deg F Gauge needle exactly on the "tic" above the "8" in "180': HVAC = 78 deg C (172 deg F), Tool = 181 deg F 10 miles on highway at 75 mph indicated, 83 deg F ambient temp & gauge needle straight up between "8" and "0": HVAC = 91 deg C (196 deg F), Tool = 194 deg F Idling: HVAC = 100 deg C (212 deg F), Tool = 208 deg F HVAC = 101 deg C (214 deg F), Tool = 210 deg F HVAC = 102 deg C (216 deg F), Tool = 212 deg F (gauge needle near right edge of "0" in the "180" label) Given these results, I can only conclude that (on my car, anyway) the HVAC panel diagnostic mode is reasonably accurate at typical cruise temps, and that when the gauge needle is "straight up" between the "8" and the "0" my coolant temp is 190 - 195 deg F. It is a bit odd that the HVAC diagnostic display ECT is cooler than the scan tool displayed ECT until approximately 190 degrees F coolant temp, then the situation reverses so that the HVAC display reads slightly higher than the scan tool reported ECT. The Bentley manual hints that the HVAC panel receives engine coolant temp from the instrument cluster, so maybe the cluster is re-scaling the ECT data to effect a slight change. These results make a lot of sense to me, because a 10-11 degree C (18-20 deg F) coolant temperature gain through the engine is quite plausible under the conditions noted above. If the inlet side thermostat is 80 deg C, and the coolant exiting the engine is 90-91 deg C, then I'm quite happy with that.
  3. Thanks for the detailed write-up! This comes at a good time, as I will be doing a clutch replacement, rear main seal and IMS bearing inspection on my 2000S pretty soon. How do you like the Swepco 201 gearlube? I recently drained the (presumably) original fluid and refilled with the Mobil Delvac synthetic 75w90 that was recommended by Todd, but now my trans has slow synchro action for the first few shifts when cold. "Cold" in this case being 50 degrees F...
  4. If ethanol (alcohol) is added to the gas in your area, it is possible that they could have accidentally mis-mixed the gas with grossly too much ethanol. If E-85 "flex fuel" is sold in your area, then you might have gotten some of that by mistake. If you still have some of the "bad" gas, you can check for ethanol concentration fairly simply: find a small graduated cylinder and add a small quantity (5 ml) of your suspect fuel. Then add exactly the same quantity of water, cap the cylinder and shake it up. Let it settle, then look at how much "gas" you have on top (typically yellowish) vs how much "water" you have on the bottom. Any ethanol in your gasoline will be pulled out of suspension from the fuel and will be attracted to the water. For example: if you then show 4 ml of "gas" on top, and 6ml of "water" on the bottom, then your fuel was probably 20% ethanol. Your Boxster should run fine on 10% ethanol, but when the concentration goes a lot higher there will be problems.
  5. I believe that PSM was made optional beginning with the 2001 model year. Traction control was optional on the 2000 model year, though. My 2000 S 6-speed has the standard ABS, but no traction control.
  6. Are any Porsche special tools required to change the three tensioners? I understand that some special tools are necessary when timing the cams after the heads have been off.
  7. I found this pic of a stock 987 exhaust on the website where the "maxflo" exhaust is sold. It sure does illustrate the difference in the routing of the pipes from the headers to the muffler/cat assemblies. I think I can see the situation with the WSS & brake wear sensor wiring here, too. This picture also has me concerned about the distance to the rear bumper in the horizontal plane. This could get interesting...
  8. I just purchased a 2006 Boxster S exhaust system at a very reasonable price, and my intent is to adapt it to my 2000 Boxster S. I know that "tholyoak" has used some Cayman-spec exhaust components in his 3.6L / 3.8L swaps into 986 Boxsters, but has anyone tried swapping a complete (headers to exhaust tip) stock 987 system into a 986? My car has cracks in the stock header/cat assemblies, so this seemed like an interesting solution that should pass a California smog check with no troubles. My hope is that with the addition of stock 987 mounting hardware (at the back of the transmission) it will bolt up. I hope the muffler isn't too tall for my 986...
  9. Do not test the airbags with an ohmmeter, as doing so might possibly flow enough current to deploy the bag. That is why airbag electrical connectors are typically equipped with a shorting bar which jumps both terminals together when the connector is unplugged. The shorting bar is why you measured only 0.2 ohms when you tested it. Airbag squib resistance is probably in the neighborhood of 2 ohms. You could try a 2 ohm resistor, but I wouldn't do so.
  10. I'm feeling better about the $1000 I paid for my used ones with used Pilot Sports mounted. Mine were refinished at some point in the past, and not too skillfully...
  11. Yes, those sizes are correct. I wish my used Carrera Lights (from a 2003 Boxster) looked as pretty as yours! If you don't mind my asking, how much did they charge for your NEW ones?
  12. In which class will this be raced? The cage appears to be way beyond what's legal for Improved Touring.
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