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Spenny_B

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About Spenny_B

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  • Porsche Club
    PCA (Porsche Club of America)
  • Present cars
    '98 996 C2, GT3 Bodykit
  1. Hi Craig, Thanks for your comments - between here, RennList and 911uk.com, there's some good feedback. Seems as though there's a vacuum take-off thats possible from over on the LHS of the engine bay to feed an accumulator, and one of the chaps who has a (well and truly Manthey'd) Mk1 GT3 also used to use the PSE, and has posted dyno printouts showing no loss of hp, so all goodness there....however, there are also comments saying the CG Export zorst is also totally livable...going to flip a coin soon! Cheers S
  2. Hi Guys, Appreciate there are a number of threads relating to a swapping the exhausts on the 6GT3, but can't remember seeing answers to the following questions, any ideas? I once fitted a PSE to my old C2, along with the switch to activate the vacuum reservoir. The feed for the accumulator was taken taken from a "T" junction (or spare branch) from the intake plenum bellows. The accumulator then mounts off to the RH side of the engine bay, install the electrics and hey-presto. On the GT3, of course its a different intake setup. Q1 - Does anyone know where a vacuum feed can be taken from
  3. May be worth getting the system pressure checked if non of the above (ie Lorens) bleeding sorts the problem. You may have holed a rad, as somebody has said, you'd be surprised at the cr4p that accumulates in there. If the front pu is full of debris, then it's also common for the rad to corrode and thus leak. Hope it isn't this, but on my last C2, I had both the cracked headertank prob and corroded rads...thankfully all changed under warranty from the dealer.
  4. As said above, you shouldnt just kill the engine - you need to wire up the relay-like device on the underside of the kill switch (assuming its an FIA style one) so that when the engine is killed, the alternator dumps its charge through a ballast resistor down to ground. If you won't so this, you'll very quickly see the diode-pack in your alternator go "pop", as the alternator continues to make a few revolutions after you've flicked the switch and before the engine comes to a halt. If you've broken the charge path back to the battery (ie the main feed, the one that bolts to the FIA switch), the
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