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RD996 posted a topic in 996 Series (Carrera, Carrera 4, Carrera 4S, Targa)False alarm.
Thanks for the info. When I pulled everything apart I found I also had Textar pads with no shims. My brakes weren't noisy with that set up and after researching things more I found most people were saying the same as you, don't bother with shims on a car that's going to be tracked a lot. Things came apart easily, fronts are done, rears tomorrow AM.
I'm tackling my brakes for the first time today: new rotors, pads and brakelines. Car is a 99 C2 and I'm assuming may have the original rotors so I may be looking at some difficult caliper bolts as well although I think this has always been a Cali car that's been driven little in the rain/snow. I'm putting sebro sport rotors and PFC pads on since I am tracking the car a lot. My question is in regards to the shims and brake line replacement. In reading about doing this work, watching the DIY vids etc the shims seem to be a hit and miss deal. Do I need them? What about anti squeal paste do I need that? As far as the brakelines go I've got the motive bleeder and I'm going to replace the existing fluid with Motul 600 when the job is done. Should I replace the lines before I change rotors/pads or after? Is there any benefit or detriment to do the lines first and obviously have some air in the system while changing the pads? I've got the flare nut wrench for that job, new caliper bolts etc. no shims or paste though.
RD996 replied to RD996's topic in 996 Series (Carrera, Carrera 4, Carrera 4S, Targa)Talked to Tarrett the coil overs need disassembly with the collar going on from the top side.
I'm going to install a GT3 style front sway bar on my 99 C2 and have been looking at the Tarrett extended front drop link set which provides a collar for the upper mount point which either slips (or is screwed on-not sure) over the bottom of the front strut. I have PSS10 coil overs on the front/rear. Do I have to pull the entire shock assembly out of the car to slip these collars over the bottom of the strut or can I simply unbolt the wheel carrier, drop it away and get the collar over the end of the strut with out unbolting the top? Most of the DIYs show the top being unbolted, dropping the wheel carrier down and then pulling the strut out of the bottom.
If I had it to do over I would have changed the T-stat only and not bought the new housing as well. My car has headers and I couldn't move the coolant pipe completely out of the way during the housing install as the coolant pipe wouldn't slip thru the space between the headers and the T-stat housing. That made it hard to get to one of the new housing bolts. Would have been a lot quicker just to get the T-stat tool and use the stock housing.
I have a Tip so I have the 3rd radiator. I've got new coolant, a new water pump and have cleaned the radiators recently. I have pressure tested my cooling system and it's good. What I noticed after installing the LN low temp unit is the car settles at a lower temp when it first warms up and that temp is noticeably less. However on hot days driving slower speeds the temp will rise to the same max temp the system had before with the OE T-stat. I don't think the stock cooling system is effective enough to keep the car at the temperatures the LN unit (or the stock unit for that matter) open up at in all conditions. Yesterday I was in stop/go traffic in 90 degree weather and it was hot as I've seen the car get. I have a track day monday at Laguna Seca so I'm curious to see if my overall temp stays a little cooler at track speeds.
I installed an LN low temp T-stat and you're right about it. While my car generally runs cooler overall it still get's as hot as it did before the change. My car did run noticeably hotter overall when I got it due to the original coolant tank cap not holding pressure, not much different then having a leak in your system.
RD996 replied to dinicor's topic in 996 Series (Carrera, Carrera 4, Carrera 4S, Targa)I just changed my coolant using this: http://www.uview.com/index.cfm?PAGEPATH=Products/Cooling&DSP=ProductDetail&ID=45700&PRODUCTID=5120 It's ridiculously easy and it tests the integrity of your cooling system to a point as well.
Thanks John, I think I will just build a tool. Could have had it done already with all the time I've spent asking everyone on this thread! :blush: Thanks for everyone's help!
JFP: is this safe or am I playing with fire? I can't see behind the stock pulley so I have no idea how much casting is there.
No need to get fancy or buy a special tool for this job. When I installed mine, I just used a bolt that fit through the pulley and into the hole in the block. The (relatively) difficult, time-consuming part is shaving off the timing boss... I'm just worried about damaging the engine casting by doing that. My pulley bolt is original and I'm a bit worried about the potential force it may need to break it loose. How tight was yours?
I called RSS and they don't sell that tool separately but it wouldn't be too tough to make so I may go down that road. Is there any reason a chain clamp wouldn't work? My plumber buddy has those.
I'm thinking maybe a chain clamp and wrapping a pc of the old belt to protect the new and old pulley? That Porsche tool is $250 and takes a while to get, obviously makes sense for a shop but not a one time DIYer like me!