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Mijostyn

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Everything posted by Mijostyn

  1. Yes, the DMF turns like 2.5 cm side to side and is a little "sloppy" but There was no unusual transmission noise. 1st and second gears are not shifting well but I think that is do to worn cable ends. I am replacing the Cables with GT3 style ones with metal cable ends and the entire sift console with an all ball bearing aluminum one. Also what about that RMS issue. Would you replace one that was not leaking while you were in there doing the clutch?
  2. Well, He has the car apart and the pressure plate is junk. He relates that the flywheel "is a little loose" but is neither for or against replacing it. I'm more on the replace it side. JFP what do you think?? Also should I replace the RMS while we are there. Mine is not leaking now but I understand there is an upgraded part for this engine. In the middle of a BIGGG snow storm. Skiing is going to be GREAT!!
  3. Nice diagram and Thanx! I did not hear from the Indy today. In looking at the diagram my guess is that the diaphragm spring broke. I'm the third owner of the car. The second owner tracked it for about 1000 miles and beat the poop out of it. I've already replaced wheel bearings and struts. I guess this is another manifestation of the abuse. I expected the clutch to die prematurely just not this way. Hopefully the flywheel is OK. Can you resurface these? I won't put a light weight flywheel on the car from all I've heard. While its apart I'm redoing all the engine and transmission mounts and replacing the shifter console and cables with GT3 style versions.
  4. Hi Britdave, Like JFP says, "you get what you pay for." Just a few tickets and insurance bumps will pay for the nicest detector. The police and troopers do profile us whether we like it or not. The Valentine is a great unit. It's big advantage was the Arrows. It let you know where the cops were. But it's patent ran out and Escort now has a unit with the arrows call the Max 360C. The big advantage of the Escort is that it blue tooths to your smart phone and with the Escort Live GPS ap the units talk to each other and the warnings are posted on your phone in advance! You get a phone mount from ProClip. I mount mine on the A pillar right next to the steering wheel so it is always within my sight. Escort also has the best suction mount. You mount the detector next to the rear view mirror and run the wire under the head liner down the A pillar to the fuse box. The detector uses very little power so you can grab power from any switched source and the detector will come on when you start the car. You also want a wired ProClip. That is wired to power that is always on that way your phone won't run out of power on a long trip and the phone will also charge when you leave the car.
  5. Hi Everyone and Happy New Year! While driving My C4S last week around town the clutch pedal stuck to the floor! I stomped on it and it finally came up. After that the clutch felt really light and when I depressed it I could feel the engine in the pedal. The clutch would engage but if I gave it too much gas it started slipping. The car has 49K miles on it now. I limped it over to my indy. It is supposed to come apart today. My guess is that the pressure plate broke. I have never heard of this happening before. Anyone have this happen??
  6. Hi Ocmacman, I just finished the brake job from hell on my 2006 C4S. That is the right hardline. It was bent back severely when the caliper was removed. The easiest way to hook it back up is to carefully bend it back to it's normal position with out crimping it. AND BE VERY CAREFUL NOT TO DAMAGE THE LITTLE MUSHROOM AT THE CALIPER END OF THE LINE!! It will be very hard to line up the fitting with the hole in the caliper. The best way to do this without damaging anything is to line up the caliper with the fitting by removing the pads and shims and taking the caliper off. Screw in the fitting hand tight reinstall the caliper, tighten the fitting then reinstall the shims and pads. Have fun. I drive mine in the winter. WHAT A MESS.
  7. Hi oscaac. You can do this with the caliper in place. Take the broke off part to the hardware store and get an Easy Out that the tip just fits in the center hole. You might also want to get a tap that matches the thread in the bleeder hole to freshen the threads once you have the remainder of the valve removed. Spray some WD40 into the hole then gently tap the easy out in and back out the remaining valve. You should bleed the caliper copiously after to flush any debris out using a pressure bleeder which you can get from Pelican parts. On the first bleed I remove the valves and spray them with a product called CorrosionX. This is a very high sulfer very heavy oil. Amazing stuff. I coat all my tools with it and they never rust.
  8. I am getting a bit sick of being treated like a second class citizen by Ferrari owners. Frankly, Ferrari has been chasing Porsche for decades. Have you noticed the Tach is now center stage in Ferraris? Ferraris use to have their engines in the front. The 458 has a 40/60 weight distribution just like the 911 has had for decades. It does not matter where behind the driver the motor is, just the mass at the contact patches. The 458 uses 245s in front and 305s in the rear just like my 2006 C4S. The new 488 will be Turbocharged. Porsche figured that one out in 1974. Next thing they will be putting the ignition on the left. But the 488 will not beat a contemporary Turbo around a track until it is AWD. It will be fun seeing how they get the front drive off a mid engined car. The FF uses a second transmission! So much for any weight advantage. So, 911 owners hold your heads up high. Ferrari owners are just buying a noisy car that looks nice but is usually winds up dated. And the fools spend more money for it! Yes, occasionally they come up with an automotive masterpiece and the investment is worth it but don't tell that to F50 owners. La Ferrari? Anyone notice that Ferrari will not let the car be instrumented? That it has no Ring time? You think they are a bit worried that it can't take on the 918?
  9. wvicary, believe it or not aftermarket head units properly installed will not disrupt the CAN system. The cluster communicates with the PCM only for trip computer functions. The PCM just does not get the signal because it is not there which, fortunately the cluster and the rest of the can system do not notice. I have an Alpine NAV in my car which is working fabulously. The problem is the MOST system which dishes out the audio in digital signals over fiberoptic cables. After market head units talk in analog only. Fortunately, there is a company in FL, NAVTV that makes an AD conversion module which plugs directly into the MOST system turning your analog output back into digital. Works great.
  10. The Easy to tell by looking at it, the OEM plug is silver in color and has an 8MM Allan key way; the LN unit is black and uses a 10MM Allan. I think I know what happened. Some neanderthal did not have an 8 mm allen available so he, or it could be a she i suppose, used a T50 Torx which left its imprint on the soft metal leading me to believe it was always a Torx. Funny thing is it works just fine torqued to spec. Go figure.
  11. You learn something every day. Whose drain plug have I got?! He could have put one in with a magnet in it :lightbulb:
  12. Italsem, take the 2000 dollars and find the best stereo installer in your area. For about $3000 installed you can get an Alpine or Kenwood Complete Nav unit and a NAV TV integration module. The job can be done to look perfectly factory and you will get the best of all worlds, sound, Bluetooth, nav the works. Only the newest systems in the 991 series are up to snuff. Everything previously......sucks. Porsche won't give in to you because they would have to give into everyone. In this regard the $2000 is an apology from them. Few other manufacturers would do this so, take it and run!! Trust me, you will be happy as a clam in the end.
  13. Hey JFP. I changed my oil yesterday. My drain plug uses a T50 Torx. Is this unusual? Careful inspection does reveal that the teeth are indeed squished a little to one side, the side engaged when removing the plug! Factory or aftermarket plug? You need to remember that certain Allan key sizes approximate some Torx bit sizes, but not perfectly. Continued use of the wrong type of bit will wear and elongate the device, particularly the very soft OEM plugs. Most definitely T50 Torx. I bought the car used so, I can not be sure if one of the original owners changed it. It looks factory.
  14. Hey JFP. I changed my oil yesterday. My drain plug uses a T50 Torx. Is this unusual? Careful inspection does reveal that the teeth are indeed squished a little to one side, the side engaged when removing the plug!
  15. dOph1n, That is the male connector on the ignition coil wire. Replacing just that requires a special tool to remove the individual pins which are locked into the housing of the plug. I suspect you probably have to buy the whole wire as an assembly. JFP or Loren can correct me if I am wrong on that one. The Rubber boot must have been off that plug and coolant got into it. It should have been protected by a fuse and not melted like that. Make sure the ignition fuses are all the right value. Someone may have stuck a higher value in there. If that fuse is not blown, replace it as it may be defective.
  16. Smiley loves the snow. He loves getting his *** end out in lurid drifts. Anyway, not better, just lucky I guess. I really hate driving anything else. Here is Smiley picking up 40 board feet of Honduran Mahogany for my wife's kitchen island. Try that in a Ferrari! Smiley got his name because he is yellow and with the aerokit nose he has a smile and looks all the world like a smiley face. The thing is, women Love this car. I can not get out of a supermarket parking lot without getting hit on! They ignore the red Turbo. The guys like that one. I wish I had this car when I was 19. Here it is. The average iron content of used motor oil is 23 ppm, that would be mg/Kg. Motor oil weights 7.3 lb/gallon. 9 quarts would then equal 16.4 lb or 7.44 kg. The total amount of iron in the oil at any given time would be 23 X 7.44 = 171.12 mg. A dime weights 2.23 mg. That is certainly enough metal to be visible on the magnets and remember that is only at a given point of time. Wear particle are being continuously introduced. Another interesting experiment would be to send a virgin oil sample in misinforming the lab that it had say 5000 miles on it and see what they get for wear metals. Some labs also do a particle count and the particles are characterized by size in microns. I believe this is an add on option at Polaris but I will check.
  17. Just have somebody rev the engine up to 4000 and point the Engine Ear at the shields. It is either there or it is not. If you did not find the noise with the engine ears you were probably in the wrong vicinity. The trick is the wave the wand slowly around picking the loudest direction repeating this maneuver until you find it. The noise is coming from somewhere. The Engine Ear amplifies sound in a directional manner. There is a learning curve here. If you can't find it by air conduction you use the probe touching various parts following the volume of the signal.
  18. That would be 0.002 inches. 30 microns is 0.00112 inches, about half the size. That would explain the pore size. As long as it is smaller than the gap the oil should take care of it. For fun when I get the chance I am going to calculate by weight the amount of Iron in 10 gallons of oil with normal values on oil analysis. I bet it is more than we think and that is what is winding up on the magnets. Obviously the magnets would keep your oil cleaner which can't be a bad thing. I ordered the LN adapter. I Should be able to get the filter and magnet online. If this works out well I will put one on the Turbo in the Spring when it gets out of bed. It has a much bigger filter on it with not much clearance overhead. The intake plenum runs right over it. By the way, here is the vacuum gage I made with your help. Works perfect. And...some fun in the snow.
  19. Thanx for the reply JFP. I really would like to see this. I could fix a magnet to the plastic housing but the field will not be as strong as attached to a metal filter. I have been tossing the LN adapter around in my head so I guess this is a good time to get it. JFP, what filters do you recommend? 30 microns is a rather large hole. That is the grit size of 320 grade sand paper. 20 microns is 400 grit, still pretty large. A collection would most definitely feel abrasive. Since the particles in the oil are similar harness to the surfaces in the engine, any particle smaller than the tolerances of the bearings would probably not cause damage which is one of the reasons why oil works. JFP do you know what the tolerances usually run?
  20. These are all older engines which are coming to you with obvious issues. Had the owners been following their oil analyses they would have seen this coming long before they had metal particles in the filter and sump. If I had one of the engines with known IMS issues I would be watching it like a hawk. Actually, I have the 06 C4S which is not supposed to have issues but I watch it like a hawk anyway. On the Turbo I am doing it just to establish proper oil change intervals Then I will stop for a while. The FAA mandates oil analyses on every flying piston aircraft engine at every oil change. They do not mandate magnetic drain plugs. I could understand using them on manual transmissions as they are always subject to some abuse, oil changes are infrequent and they do not have filters. I love the LN spin on filter adapter because it allows me to increase filter capacity and choose oil filters. None of the after market guys think there are enough of us to bother making our filters. Having said all this, JFP has way more experience tearing down Porsche engines than I have. I have owned 8 of them and have always changed the oil and inspected the filter. I have never seen so much as a little glint of metal in any of them. Any metal that the filter would not catch would be invisible. I never used a filter magnet and right now can't because I have the plastic housings to contend with but if I get the LN spin on adapter I will give it a try. I wonder if the stuff JFP is seeing next to the magnet is an oil additive?? I can not think of any that are magnetic. There is always a small amount of Iron in the oil that is normal engine wear and it is harmless. I wonder if that is what JFP is collecting? I have not rounded my oil plug off yet but I have only done 3 oil changes on it. If I do I will certainly get the LN. It is prettier and If I know Porsche probably cheaper or not that much more expensive.
  21. It does. A good example is the trip data. My PCM died and took the instrument cluster, the gateway module and the PASM computer with it. They are all interconnected somehow. I suspect the gateway module gets and gives information to and from both the CAN bus and the MOST bus.
  22. This is a bit wacky. The magnets do nothing until you are already in BIG trouble. The only time this is worth while is after a rebuild of the engine or transmission if you think it was not cleaned out well afterwards. Otherwise the occasional oil analysis will pick up microscopic iron and alloy particles and tell you you are in trouble long before you see anything on these magnets and in the oil filter. It is mostly a psychological thing. The only good reason to get the LN plug aside for rebuilt trannys and engines is that it looks good. I'm sure JFP has seen the female allen rounded off as there are animals out there who can and will do just about anything. But, again if you stick to torque specs this will never happen. If you use a copper washer you will cause galvanic corrosion of the aluminum sump cover.
  23. Good thing they replaced it. LN has some beautifully made products but I am afraid they made a mistake on this one. Hardened aluminum like glass is very sensitive to stress risers. If you scratch glass with a diamond cutter then give it a tap, the glass will break perfectly along the crack. The drain plug has cracked perfectly at the transition between the head and the shaft of the plug. It should have been machined with a broader, radiused transition. Having said this hardened aluminum is not all that strong and over torqued it would probably just break elsewhere. 19 ft. lb. is actually quite high. The exhaust manifold bolts are torqued to 17 ft. lb. Torque specs are generally based on the size of the threaded part and the material it is made of. This is a big part but aluminum is very weak stuff as compared to steel. The crush washer is a very soft alloy. I would bet that 10 ft.lb. would seat it. I saw one mechanic put a copper crush washer in there once! I think that is all he had available. Why would you not want to do that aside from the copper being a bit harder?
  24. If I remember correctly it just does nothing. It does not switch to the disc screen until you load one.
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