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As others have mentioned , your clutch is probably worn, one indication that your clutch is worn is high pedal effort. As the disc wears, the leverage of the diaphragm increases causing increased clamp pressure and pedal effort. The new design of the Sachs SAC (self adjusting clutch) used in the 997s and up, keeps the same effort as the disc wears. As mentioned it will be a good time to verify/address your IMS, RMS, and AOS while the trans is out. Also I would suggest a new synchronizer set for 2nd gear (and the pop-out deterrent)while the gear box is out. It does not require a full disassembly since the 1st -2nd loose gears and syncros plus reverse are the first thing to come off the shaft. IF not addressed immediately the continuous grinding will cause the teeth on the loose gear wheel to be damaged. It is very common for the 2nd gear syncros to wear on these gearboxes as they usually see the most aggressive shifts.
The 1999 3.4 and the 2001 3.4 are nearly identical. The 99 uses a cable throttle body and DME 5.2.2 where as the 01 uses e-gas and DME 7.2. Your 99 wiring harness will also have a few extra wires for the Tiptronic change-over valve. ALL you really need to do to use the 2001 3.4 in a 1999 3.4 car is to swap the intake , throttle body and wire harness from the 99 engine to the 01 engine.(and of course remove the flywheel and clutch and install the flexplate).
The crankcase vacuum that you listed as 2.5 in/h2o is too low. I normally see twice that much. Recheck this value and if it is still 2.5 in/h2o), check the bellows at the AOS to see if it is collapsed. The bellows is the rubber accordion looking hose that attaches the AOS to the head. I have seen this hose get soft/collapse/split many more times than I have seen the AOS fail, which is also quite common, except when the AOS fails the vacuum reading will be high (> 7.0 in/h2o). Check this and if it's not the source of the problem, I have many more suggestions/tests that I can give. lol
Yep..some will wear the chain and pads a bit more without the "extra" oiling from the oil ports, although there is a lot of oil slinging around inside the cover. The details really do make a difference.Back in my early racing days I had a saying "the "best " way to get 100 extra horsepower is to find 1 horsepower in 100 different places"
It's incorrect... I know we just corrected this on the 986 forum, but not here. The pads with the oil holes and O-ring on bank 1 go toward the head, On bank 2 it goes toward the cover.
Your welcome !! Glad the spring made it !!! As far as the allocation of the actuator pads, looking at the engine from the front (crank pulley side) the pads with oil holes go to the advanced (right side), which on bank 1 will be away from the solenoid, and on bank 2 will be next to the solenoid. Also you mentioned the earlier engines having a different shuttle valve/barbell like piston, the different one you are referring to.is actually a bank 2 shuttle valve/barbell. There was an earlier version that was superseded for 99 up but that picture you were referring to was a bank 2
Anyone with a 996 should be interested in a spare engine. If you never use it , it will just look nice sitting on the stand in the corner. And it would be a great accessory if you decided to sell the car. Who would not want a spare engine with your purchase? Then if the Porsche Gods strike you with a lightning bolt, you could be back up and running next day !! And not have to go through Porsche withdrawals while you repair your engine, you could take your time. All kidding aside , a rebuilt engine sitting on stand would be a nice thing to have, but there are engines sitting in warehouses that can be had in a day or two. And I would really be skeptical of a DIY rebuild with my purchase knowing all the intricacies of these engines.( Although I have seen a few DIY rebuild threads on here that I would defiantly trust !!)
I agree !! Designed for a tech with three SMALL hands !! My two big hands require way too much finesse.
Air pockets !! . Must use an evacuation tool on these watercooled Porsches !!
Looking at the engine from the front ( crank pulley side)., all 5 chains, 4 cams, crank, IMS turn clockwise.To advance the intake cams the adjusters must move the cam-to-cam chains to the right. On bank 1 that of course will be toward the crank, and bank 2 will be away from the crank. Because the adjusters are mounted physically face-to-face, they must literally move opposite directions to physically move the chains the same direction. The pads with the o-ring and 2 oil holes will be on the right (advance) side.
I have 3 m/96 engines in 3 different running cars ! Plus 1 m/96 rebuilt on a stand for a spare, plus extra everything for spare parts. I have a 99 Coupe, a 99 Cab, an 02 986 with a 3.2 s motor in it. I have saved quite a lot of m/96 parts , but I have let even more get away before I decided to start keeping them.
Yea JFP, he is probably knee deep in the m/96 jungle by now !! Loosing a 2 tanks of coolant immediately and not knowing where its going does indeed sound like a serious problem.( unless of course it just wasn't full to begin with after the crash). He could be dealing with the crash repair shop, his insurance company ect, I'll go back and edit my mean post because its been only a few weeks, and he is not repairing it on flat rate.
BTW your spring is in the mail !!! Yea I had read that post earlier, I thought it was interesting the OP had the Hartech cylinders re-rounded and the support o-ring installed. I had a local machine shop do one like that for one on my m96 engines. ( I have 3 of them).
Abandoned thread? What was final determination of what happened? Just wasn't properly filled after front end crash???? I hate threads like these, just abandoned, they should be updated.