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c70Pete

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About c70Pete

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    Member

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    pmartinakis@yahoo.com
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    pmartinakis@yahoo.com

Profile Fields

  • From
    Toronto, Canada
  • Porsche Club
    PCA (Porsche Club of America)
  • Present cars
    1999 Carrera
  • Future cars
    GT3 or 997 TURBO
  • Former cars
    MR2 Turbo
    1984 Rabit GTI
  1. Hot oil and coolant are the primary culprits here Mitigate by: 1. Adding 3rd radiator 2. Doing the "fan mod" 3. Keeping an eye on temps via monitoring oil pressure at 3000 rpm. If less than 3.2 Bar @3000 rpm then take few cool down laps 4. 50 weight oil with zddp 5. Reduce run session time on very hot days And by all Means make sure you have full oil level!!
  2. You can track just cool off when your temps come up and change that oil every 4 track events. Mobil 50 is better than 40 but castrol 5-50 is also good stuff. Better than Mobil IMHO
  3. thx for sharing..... what was the mileage on your car and how often to you take it to the track? this looks like cylinder looks like a tracked vehicle with no cooling and long oil drain intervals..... curious as to what oil you were using.... full disclosure... I had the same thing happen to my 99 996.... ticking with scored cyliinder and huge oil usage..... ended up buying a new motor.
  4. I hear running pure distilled water AND the water wetter product is the way to go! but be sure to put coolant back in the system in before winter time...
  5. so unless you take apart your engine to balance all the above parts *with* the new LWFW your saying don't do it? I would not. But everyone must weigh the risks and make their own decision. ok... thx for clarifying... that's why lots of the engines that have this mod added eventually give out early.. but not all though... its a crapshoot
  6. so unless you take apart your engine to balance all the above parts *with* the new LWFW your saying don't do it?
  7. dumb question here... what exactly is the rotating assembly... is that not on the flywheel... is it a separate component? as for the X51 baffled pan.. its does provide *some* benefit that's for sure... but I definitely agree that it is only the 1st (and IMO necessary step) in upgrading the oiling system... I'm curious if there are folks who have done both X51 AND deep sump pan (which holds about 1/2 quart extra only) that have seen more stable pressures in corners where oil pressure was previously unstable. I know of an outfitter here in Canada that makes a sump kit that holds a *complete quart* of oil with spacing hardware and that would certainly help to ward off starvation a bit better than just 1/2 a quart; if the oil your engine needs is suspended in one corner of the engine during a high g corner it will never make it back to the sump and hence never pumped to where it is needed... (this is where complete X51 oiling kit comes into play - pumping it back into sump) and the theory of having a full extra quart means that it was never pumped and is ready as "reserve"... many are doing this but I haven't heard any feedback that shows a change in oil pressure; I have an X51 pan only and *think* I see a SMALL difference but I will do more testing this summer that's for sure as I have made less than scientific observations. a lot of the oil trying to drain back into the sump gets "stuck" in the cylinder bank towards the outside of a given corner, and the oil in the sump stands up on the same wall of the sump. Not a good thing. yes but I thought with x51 with the walls built in *around* the tube it forces a much smaller perimeter and keeps the oil in place during high g cornering so the pick up tube has something to suck in... it also has the baffles that open and close to trap oil in that little box round the pickup tube... in a non-x51 pan I can see the oil being cornered on the far wall away from the pick up tube but I don't believe this is happening with x51 pan... unless of course that corner is so long and sweeping and you are generating serious g force for a long time so that it picks up all the oil the x51 pan has collected and now its stuck on top of one of the heads waiting for the g-forces to stop so it comes back down... <- that can definitely happen and from what I'm told will blow the motor; so the question is whether putting in an extra litre of oil with a deeper sump pan makes that condition less likely and I think it does.. btw ... I never knew the x51 pan with baffling allows an extra 1/2 litre of oil... interesting...
  8. dumb question here... what exactly is the rotating assembly... is that not on the flywheel... is it a separate component? as for the X51 baffled pan.. its does provide *some* benefit that's for sure... but I definitely agree that it is only the 1st (and IMO necessary step) in upgrading the oiling system... I'm curious if there are folks who have done both X51 AND deep sump pan (which holds about 1/2 quart extra only) that have seen more stable pressures in corners where oil pressure was previously unstable. I know of an outfitter here in Canada that makes a sump kit that holds a *complete quart* of oil with spacing hardware and that would certainly help to ward off starvation a bit better than just 1/2 a quart; if the oil your engine needs is suspended in one corner of the engine during a high g corner it will never make it back to the sump and hence never pumped to where it is needed... (this is where complete X51 oiling kit comes into play - pumping it back into sump) and the theory of having a full extra quart means that it was never pumped and is ready as "reserve"... many are doing this but I haven't heard any feedback that shows a change in oil pressure; I have an X51 pan only and *think* I see a SMALL difference but I will do more testing this summer that's for sure as I have made less than scientific observations.
  9. the x51 oil pump and line is what is needed for sure... don't mean to hijack the thread here but I understand that adding a LWFW can potentially damage out your crank! have you looked into this?
  10. Hi, I can highly recommend Courtney Walsh of EU Autowerks in the Toronto area... Courtney has rebuild many many 996 motors personally and has a large customer following and great reputation for quality work. 905-850-7600 and ask for Courtney or Domenic.... Domenic is the service manager and has been through this many times.... good luck.
  11. I have the same setup as you.... I'm running 225/45/17 and 255/40/17 ... I've run PS2, SO2-A and now on Kumho Exsta XS.... if you can find a wider front and rear combo without sacrificing diameter it would be stickier that's for sure... but I think with a 7" front your are limited to a max of 225...
  12. Hi Loren, did you notice a difference in oil pressure when tracking after installing the turbo cooler? is there even a way to tell oil temp in our 99 996 c2?
  13. Wow, I thought I was reading about my 2000 C4 with 81k miles. I had the same problem, failed oil separater, reduced coolant, increased oil level, oozing coffee color fluid. I had the cracked cylinder wall problem. :cursing: $16,000 later I had a rebuilt engine installed. :angry: Odd thing, the original engine did not use much oil at all, the rebuilt engine uses more oil. I hope it lasts. I am disapointed with the 996 engine. The safe way to go here is a 3.6 motor that you have reliable service history on and Jake Raby's IMS update... the 3.6 and 3.4 engines have their gremlins but I think the 3.6 engines are stronger with the exception of their IMS shaft... more IMS failures on 3.6 than 3.4 motors... even if I bought a used 3.6 996 I would drop tranny and replace the shaft via Jake's retrofit kit... a must with the 3.6 cars.... the 3.4 cars... its a pure gamble due to cylinder wall failures and cracked cylinder head potential...
  14. thx Loren.. I suspected as much... my shop wants 3 hours and another 1/2 hour to install a tie rod.... I'll have to speak to them about that... 3 hours seems like a lot...
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