911 & porsche world - july 2014

7/22/2019 911 & Porsche World - July 2014

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July 2014 www.911porscheworld.com

PLUS:OUR CARS,

YOU AND YOURS,TRIED & TESTED,

Q&A AND LOADS OFPORSCHES AND PARTS FOR SALE

FROM THE FIRST 930 TO THE CURRENT 991:CELEBRATING 40 YEARS OF THE TURBO

911TURBOTURNS40

TURBO!

NOW IN OUR 25TH YEAR! THE WORLD'S BEST-SELLINGMONTHLY PORSCHEMAGAZINE


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FIRSTWORDS

Editor Steve Bennett

01379 668748; [email protected]

Deputy EditorBrett Fraser

[email protected]

FeaturesEditorKeithSeume

01208 871490;[email protected]

Consultant EditorChris Horton

[email protected]

Contributors Kyle Fortune, AntonyFraser, J ohnGlynn,

Ray Northway, Ollie Preston,Per Schroeder,Matt St one,David Sutherland,

J ohnnyTipler,Peter Tognola

StudiomanagerPeter Simpson

ArtEditorJoelMitchell

Groupadvertisement managerJamesStainer

[email protected]

Production LiamWilson

[email protected]

CHPublicationsLtd 1The AlmaBuilding, Brewerstreet

DairyBusiness Park,BrewerStreet, Bletchingley,

SurreyRH14QP

Tel:01883731150;fax:01883740361;

e-mail: [email protected]

Administration AllieBurns, Sandra Househam

AccountsBevBrown

Subscriptions Debi Stuart [email protected]

Website www.911porscheworld.com

Managingdirector CliveHouseham

Worldwideretail distribution

For worldwidenewsstand availability queries contact

Phil Sait, CHP DistributionManager,

Seymour Distribution Ltd.

Tel:02074294000

e-mail: [email protected]

Printedin England

Garnett Dickinson Print Ltd;t el:01709768000

Turbo!Sounds good, doesnt it, and mixed with 911 it

sounds even better. Yes, its 40-years of the 911Turbo, the car that re-wrote the supercar rule book.

Launched in 1974, against Italian opposition, the

Turbo was, as you would expect, ruthlessly Teutonic

in its approach to the job of going efficiently fast, its small,

3.0-litre, blown flat-six flying in the face of big multi-carbed

V12s. No, it didnt have the drama of a Countach or a 512 BB,

but at least it would start.

And so it goes without saying that we had a bit of fun

gathering 40-years worth of 911 Turbo production together in

North Yorkshire, but it wont come as any surprise that the

star of the show was the early 930 Turbo, reputed to be the

first to be sold in the UK. Belonging to Andrew Mearns, of

Gmund Cars, its arrival at the test was never in doubt. Had

we been waiting for anything Italian of the era, I would have

It wont come as any surprise that thethe star of the show was the 930 Turbo


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46

FEATURES

3440

46

60

70

80

88

94

YOUANDYOURS

M eet Sarah and the Pink Panther

CAYMANGTSFIRSTDRIVE

Porsche tweak the Cayman. Its more thana

badge exercise. Itsnow even better

911TURBOAT40

T he 911 Turbo hits middle-age. We celebrate

bygat hering an example of each model

TURBOFRIENDSREUNITED

M el Nichols wasthe f irst UK journalist to

experience t he 911 Turbo in 1974

924CARRERAGTSCSDRIVE

M ore turbo fun, thistime behind the wheel of

Richard Lloydswell known 924 Carrera GT S

ARCHIVE:PORSCHESFIRSTLEMANSWIN

Rewinding to 1970 and Porsches first Le

M ans win with the mighty917

SPECIALIST:EBSRACING

We drop in on Nevada, USA based EBS Racing

HOWTO:911IMPACTBUMPERSTRIP

Fancy dismant ling your 911? Heres how toremove t he bumpers from a Carrera 3.2

40


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08

18

26

REGULARSPORSCHENEWS

A ll the latest P orsche news...

PORSCHEPRODUCTS

...and allt he latest must-have

Porsche bitsand bobs

USUALSUSPECTS

Editor Bennett on Goodwood, Cayman v

70

CONTENTS 07.14

18 102


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FORSALE

RUBY RED. BLACK

LEATHER INTERIOR.

FULLCHARCOAL

GERMANWEAVE

CARPET. FULL

TONNEAUCOVER.HEAD RESTS.

INERTIA REAL

SEATBELTS.

BLAUPUNKT RADIO

WITH IPOD

CONNECTION 12

1965 LHDCABRIOLET


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Porsche Centre Aberdeen

0845 5202165

/aberdeen

Porsche Centre Belfast

0845 5202166

/belfast

Porsche Centre Bolton

0845 5202167

Porsche Centre Cardiff

0845 5202171

/cardiff

Porsche Centre Chester

0845 5202172

/chester

Porsche Centre Colchester

0845 5202173

Porsche Centre Glasgow

0845 5202178

/glasgow

Porsche Centre Guildford

0845 5202179

/guildford

Porsche Centre Hatfield

0845 5202180

Porsche Centre Mid-Sussex

0845 5202185

/midsussex

Porsche Centre Newcastle

0845 5202186

/newcastle

Porsche Centre Nottingham

0845 5202187

Porsche Centre Solihull

0845 5202192

/solihull

Porsche Centre Sutton Coldfield

0845 5202193

/suttoncoldfield

Porsche Centre Swindon

0845 5202194

Porsche Fixed Price Maintenance.

The quality youd expect, a price you wouldnt.

Whether it s a new set of brake pads or a replacement clutch, rest assured that with

our new fixed price tariffs for a range of maintenance jobs on selected Boxster and

911 models* it doesnt have to be a balancing act between qualit y and cost. Our Porsche

accredited technicians are trained to the very highest standards and only use the precise

tools and genuine parts required to do the job to the standard your car deserves.

Get the best of both worlds with f ixed price maintenance from Porsche.

For more information visit www.porscheownerservices.co.uk


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His t hird place in the opening

round of the World Endurance

Championship (WEC) driving the

new Porsche 919 Hybrid (lead

picture), achieved behind the

safety car in a race red-flagged

due to heavy rain, must be judged

a satisfactory rather than

sensational debut, given the pre-

season hype, but Mark Webber

can surely feel satisfied or even

relieved at the perfect timing of

his departure from Red Bull

Racing. Under radical new F1

regulations his former team, that

dominated the front of the grid

recently, is now struggling with a

car uncompetitive to the point

that already the chances of a

team other than Mercedes-Benz

winning the championship are

slim.

The relative success of Webber,

along with the two other drivers

of car number 20 Timo Bernhard

and Brendon Hartley in the first

fixture of t he eight-race series, at

Silverstone on 20th April, was in

marked contrast to the fortunes

of t he Romain Dumas/ Neel

J ani/ Marc Lieb sister LMP1 919

Hybrid. It retired after one hour 15

minutes of the scheduled six-hour

race (which ended 24 minutes

early), due to a technical problem.

The retirement of car 14 is

annoying for us,said Porsches

LMP1boss Fritz Enzinger of the919 Hybrid, which had suffered

some unreliability in testing, while

technical director Alexander

Hitzinger promised to have a

long look into the reasons for

the retirement.Characteristically,

Webber commented, We

managed to dodge a few bullets

and survived some of the

tricky stages.

PO RSCH E N EWSOPENSEASON!On returning to top level endurance racing,Porsches results are respectable if not dazzling


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WE OWN OUR OWN STOCK AND OUR BUILDING

SO OUR OVERHEADS ARE LOWER THAN MOST GARAGES

WE KEEP 25/30 FULLY PREPARED AND WARRANTEED

CARS FOR SALE RIGHT ACROSS THE RANGENOBODY BEATS US ON PRICE OR SERVICE

TRY US ONCE AND YOU WILL NOT GO ELSEWHERE

PORSCHES ALWAYS WANTED

www.portiacraft.comPORSCHE SERVICING - UNBEATABLE RATES

PORSCHE SALES - UNBEATABLE PRICES

HERE AT PORTIACRAFT WE BELIEVE THAT A PORSCHE

CAN BE RUN FOR THE SAME COST AS A HOT HATCH

WITH FULLY TRAINED MECHANICS - WE ONLY DO WHAT NEEDS DOING

EST: 1984


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OR VISIT WWW.PORTIACRAFT.COM

PHONE: 020 8959 1604 email: [email protected]

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CALL NOW TO ELIMINATE THESE PROBLEMSTel: 01376 562922 Fax: 01376 562916

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Work carried out on all modelsInsurance work, Early 911's for sale & restorationReplicas built to order, to any stage at realistic pricesCheck out our new web site


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AgreatdayoutforallPorschemotoringenthusiasts!

All Porschemodels welcome

Peoples Choice Award

SUNDAY 22 JUNE 2014in association with:

Personal attention / Free advice

Dealer standards maintained

Pre-purchase inspection

Full diagnostic facilities

All models of Porsche

P O R S C H E S P E C I A L I S T

An established service in Devizes Wilts

Tel01380725444Mobile 07767 324542

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www.rs911.comEmail: [email protected]

OUR CARS


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The original

Volkswagen

Touareg and

Cayenne valve body

heads-up is a hardshift

from fourtht o fifth. "It

feels like you're going

throughthe windscreen,"

is how Steve McHale at

J ZM Porsche describes

the problem.

I'd been having gearbox

problems with my

Cayennefor a while,and

the valve body was prime

suspect. Though the 2004

Cayenne S had no real

shiftingconcerns,it did

have a clutch control

issue, where the

transmissionwould slipout of gear while waiting

to pull out of a T-junction

or onto a roundabout and

leave youstrandedat

Delaney at SVP adviseda

gearbox oil and filter

change first,as this

sometimes cured

transmission faults. We

tried this and it made a

small differencefor a few

miles, before resuming its

faulty ways. Next stop:

valve body.

Thereare two options

for valve body: buy new

fromPorsche or overhaul

it. An Internet search

provided two firms int he

UK known to repair

Cayenne valve bodies, by

reaming the worn valvepassages out and

insertingbigger valves,

and refurbishing solenoids

where required. The cost

body repair shop, not far

fromJ ZM in Hertfordshire.

Theowner answered a

couple of my messages

but stopped replying

whenI asked fora few

moredetails. The other

firm was Valve Bodies UK

Ltd, in Merseyside

(www.valvebodyuk.co.uk).

Valvebodies Pete Stirrup

was very knowledgeable. I

got SVP Porsche in

Droitwich to strip the

valvebody out of the car,

and we sent it away.

A few days later, Pete

called and said theydfinished the valve body

but found nothing much

wrong with it.One or two

valves showedless than

mine didnt work.

It came back

refurbished, SVP fitted it

and then thef unstarted.

SVP said thecar first had

all gears, but not happily.

Theyd checked fluid

levels, driven it again andfound no gears above

third.We left it overnight,

did the fluids again in case

it was a bleeding issue

and found exactly the

same problem. I rang Pete

and he sent the other fully

refurbished valve body

down.The result was

identical.Icould select gears 1, 2

and 3,but whenit hit the

shift to fourth,the display

claimed that fourth was

CAYENNEDISGRACES ITSELFJohnGlynnsV8CayennedailydriverexperimentwasjustaboutaffordablewhentheCayennestayedreliable.Nowitsplayingupandthebillsarerisingfast.Timeforagearboxrebuild.Ouch!

Occupation: Porsche

journalist/blogger

Hometown:WoodfordHalse,

Northants

PreviousPorschesowned: 5

Cars: CayenneS,944 Lux, 911

Carrera 3.0,924 Turbo

Year:1994, 1983, 1976,1981

Owned for:1, 3,5,2 years

Mods/options: Mostly

standard.Cayenneon LPG

Contact:

john@mightymotormedia.

com

THISMONTHIN BRIEF:Two

words: Autotransmission.

JOH N GLY NN

CAYENNES

OUR CARS


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Volkswagen transmission

but only whenimmersed inhot fluid at working temp,

so Icheckedthat and the

wires were fine.

I had driven in with all

sixgears. The only thing

that had changed was the

valve body. Everything

else was checking out OK.

It feels completely

mechanical:it has to be

the valve body,saidDelaney. I agreed, bit the

bullet and ordered the

Porsche replacement

valve body at 1030plus

20% VAT. Plus another

round of trans fluid

changes andwork time

lost, and whatever bill I

was going to get from

ValveBodies UK.It was the wrong

decision. Fitting the

Porsche part was exactly

the same. Now almost1500 into this job,I was

hating the Cayenne.Add

my issues to theclassic

Cayenne problems of coil

failures, coolant pipe

failures, propbearing

wear,brake andt yre

appetite,control arm

replacements, screen

wash leaking into the

cabincausingwiringissues and ECU

destruction and it gets

very expensive to run a

usedCayenne.Not to

mention what happens

whenyour engine fails, as

many V8s and Turbos do.

The last straw came the

following weekend,when I

spent a whole day at SVPpulling out the seats and

carpet, andchecking

through the metres of

copper linkingthe ECUswith the gearbox internals.

All I foundwas a soaking

wet cabinfloor, courtesy

of the aforementioned

leaky rear washerjet pipe

that pours screenwash

into the car when it works

its way loosebehind the

drivers side A-pillar trim.

The fluid then floods

wiring looms andeverything else it canfind,

including the car's ECU.

I had fixed the screen

wash pipe earlier int he

year, but the floor was still

saturated.This could be

the issue if thewiring was

corroded. Pulling all the

transmission wiring back

into the car, I checkedcontinuity on everywire,

but could find no broken

cables and no obvious

problems in thetransmission loom. I

double-checked

everything the SVP team

did when fitting the new

valvebody,and could find

nothing wrong.The only

thingleft was to strip

down the gearbox.

ThePorsche techs I

spoket o said engine and

gearbox out was theeasiest way to remove the

trans:two dayswork at

least. I decided to get

back on the Internet.

What happened next was

more education, but it

clearedValve Bodies UK of

any wrongdoing.I paid for

theirwork and

recommend them withouthesitation.More of this

saga next month.

Aboveleft:A reminderof whatGlynnsCayennelookslike when

itson theroad. Remember, weruncomplicatedmodernPorschesof a certain agesoyoudont have to!Er,not really,butitsometimesfeelsthat way.Above: Drainingthe autoboxagain, and,er, again

Below left:The hydraulicfluidcontrol assemblywas thoughttobethe culprit ofthe shiftingissues, but both a reconditioned

unit,and a new unit fromPorschefailedto fixtheproblem.Staytunedfor nextmonthsinstalment

CONTACTValveBodiesUK LtdRobbsGarage

ClaremountRoadWallaseyMerseysideCH442BWwww.valvebodyuk.co.ukTel:0151 6399022


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One badge...one Club

TRIP TO THE

!R


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ADERO

FFERREADER

OFFERREADEROFFERREADEROFFER

13-15 J une 20142014 marks Porsches return to Le Mans and we are offering 911 & Porsche Worldreaders a special offert o get you to the centre of the action.

We have joined forces with motorsport tour operator Wildside to offer a unique Le Mans hospitality and tented basecamp HQ, close to the track and on

infield, providing a free bar and freshly-cooked food byt he Wildside crew for the whole 24 hours. Plus optional grandstand seats, a splendid hotel and aspecial Wildside back-road route taking in some great driving roads and avoiding traffic.Le Mans is much more than the greatest endurance race in the world.It has its own ambience and atmosphere and an electricity andexcitement that you can almost touch. Quite apart from the racing don't forget the live rock

bands and stage acts plus of course the 'circuit village' with its bars,cafes, Champagne tents and giant screen TVs with live coverage of the race.

The Wildside/911 & Porsche World Le Mans 24 Hours Tour(Friday 13 June Sunday 15 June) includes all of the following:

* Return ferry crossings Dover-Calais for car and passengers* Friday night hotel with swimming pool and secureparking

* Back roadroute with exclusiveroad books* Four coursepre-racedinner onFriday night with wine* Breakfast on the Saturday morning

* Wildside HQbase with double awnings, carpeting, seating and tables* Circuit location fortheWildside HQbase two minutewalk from thetrack

* Pre-erected tents in theWildside base just bringa sleeping bag and movein!* Twinfully carpeted leisuremarquees at the base

* Exclusive Wildside night coach transfers to the Mulsanneand Arnage corners* All beer, wine, soft drinks, snacks, freshly-cooked food lunch, dinner and breakfast

includedfor the whole weekend* Secure parkingfor 9 1 1 & Po r s c h e W o r l d readers at the Wildside HQbase

* Optional general admission tickets

* Optional grandstandtickets* Tripis fully escorted by Wildside throughout

SPECIAL PRICES FOR9 11 & PORSCHE WORLDREADERS

The price based on 2 people sharing a car/hotel room is 445 per person for British group requiring ferry.

For European readers not requiring the ferry, the price based on 2 people sharing a car/hotel room is 345 per person.

For readers making their own way to Le Mans a Hospitality Only package is also available fromSaturday morning to Sunday afternoon for 219 per person.

(A deposit of 50% of the tour price is required to confirm your booking. Personal traveland cancellation insurance, incidentals and generaladmission tickets are not

included in the price but these canbe arranged byWildside andpaid for separately. Rememberwhen you phone to quote ref: 911& PW24)

TO BOOK AND FOR FURTHER QUERIESPlease contact Wildside if you have any questions - they will be delighted to help.

LE MANS 24 HOURS!READEROFFERREADER

OFFERREADE

ROFFERREAD

EROFF

E-MAIL US AT [email protected],AND WELL PASS THEM ON TO OUR RESIDENT EXPERTS TO ANSWER

PORSCHE PROBLEMS?

Welcome to911 & Porsche Worlds Q&A pages, edited and assembled by the

magazines technical man and incorrigible do-it-yourselfer, Chris Horton (right).Its much the same format as you would expect you ask, and our expertsanswer but we have recently added more detail (including part numbers andtypical costs, and also contact phone numbers and websites where relevant),and not least as many illustrations as we can squeeze in. Please note that allprices quoted were to the best of our knowledge correct for the UK market

MEET THETEAM


112/132

I read with interest the article

from Owen Fisher on page 113of the June issue of911 &Porsche World. It sounds asthough his approach to 911ownership is similar to mine.

As you might remember frommy earlier submissions to Q&A ,I changed the oil soon afterbuying my 996 in 2012, and dida fair amount of research priorto taking the plunge. I used fouraxle-stands to ensure that thecar was sufficiently far abovethe ground for easy access, but

at the same time remainedlevel. This also allowed me toremove the wheels for athorough clean, and to inspectthe inner wheelarches, brakelines, discs, pads and so on.

The few tools that I neededwere readily available fromHalfords, and not prohibitivelyexpensive. I used Design 911(www.design911.co.uk) for parts(magnetic sump plug, filter,Mobil 1 0W40 oil etc) and paid128 including VAT and delivery.

These days I would probably trywww.eurocarparts.com, as well,and look for any promotionalcodes they happen to berunning at the time. Every littlehelps, as they say.

I'm a keen DIYer, as you mayhave gathered from some of myearlier questions, but wouldnever tackle anything too bigthese days. Rest assured,though, that carrying out an oilchange on a 996 is not adaunting task, and veryrewarding once completed.

Since this oil change, I havehad the car serviced atRevolution Porsche (inBrighouse, West Yorkshire;01484 717342), and theysuggested Mobil 5W40 as ab tt lt ti il

Chris Horton, 9 1 1 & P o r s c h e

W o r l d :Im glad you are gettingso much satisfaction fromservicing your own 996,Graham. One thing, though: if infuture you continue to have thecar looked after by Revolutionin Brighouse, maybe you wouldlike to consider asking them touse Millers lubricants. Thatcompanys HQ and developmentcentre is close by, and thataside we are firm supporters ofthis entirely Britishindependent. More information

and an oil selector, for justabout any Porsche applicationyou care to think of atwww.millersoils.co.uk.

OLLIEPRESTON

RPMTechnik

prices quoted were to the best of our knowledge correct for the UK market at the time of writing, and for the sake of consistency generally exclude VAT,unless otherwise stated. We naturally do our very best to make sure that theinformation given is both accurate and useful, but unfortunately we canaccept no responsibility for any effects arising from it.

CHRISHORTON

911& Porsche World

PAULSTACEY

NorthwayPorschePETERTOGNOLA

TognolaEngineeringPERSCHROEDER

StoddardImportedCars

DIY 996 SERVICING? GO FOR IT!

996oil change should hold nofears for a DIYer,says GrahamLoncaster. The secret is togather togetherthe righttoolsand materials before youstart,and then make sure thecaris high enough offtheground for easy access to theunderside. Level, too, so thatallthe oldoil flows outquicklyand easily. Magnetic sumpplug

One question quite oftenput to our Porscheexperts

concerns the luggage-

compartment lid on a 996

or 997 or the equivalent

Boxster or Cayman and

how to openit whenthe

cars batteryis flat.

Inearlier models of both

the 996 and 986 the lid is

activated by a mechanical

lever on the drivers sill

linked to a Bowden-style

cable,but fromthe 2001

model year this low-tech

but inherently reliable

systemwas replaced with

an electric switch.The

latter looks a lot neater,

and unlike the earlier lever

it doesnt get scuffed by

yourfeet as you enter andexit the cabin, but it does

meanthat if youleave the

carfor any length of time,

and the battery becomes

entirely discharged (as can

be its habit, thanks to the

drain fromthe alarm),you

have a problem. Because

to open the bonnet you

need to charge or tochange the battery. And

where is the battery?

Underthe, er, front lid

There is, however, a

In all cases open the right-hand door, if necessary

first unlocking the drivers

door (if different) with the

key in the exterior lock.

Leavethekey inthe lock.

Remove the plastic cover

over the fuse box, which

you will find onthe

adjacent door pillar under

the end of the fascia.Pull

out the special electrical

terminal marked with a

symbolic side view of the

car with a raised front lid

and using a suitablejump-

lead (or even a length of

ordinary 12-volt cable with

a crocodile clip on each

end) carefully connect it

to the positive terminal of

a sparebattery. Using asecond jump-lead or

length of cable, no less

carefully connect the

negative terminal of the

battery to the door-latch

striker plate on the B-

post. Its important to

connect the leads inthis

order, and to disconnect

themonly byreversingthe same sequence.

This assuming that

your secondary battery is

any good should supply

activate the under-bonnetsolenoid,and thereby

release the lid.(And the

engine cover, as well.)

Do note,however, that

you must never attempt

to start the engine inthis

manner.For that you must

use proper, heavy-duty

jump-leads connected

directly (and obviously

correctly)between the

two batteries, althoughit

will always be far safer

physically to fit a good

battery inthe car that

wont start evenwhen

carried out entirely by the

book,jump-starting can

represent areal risk to

both vehiclessensitive

electronics. Damage anyof those and you will have

some very big problems.

ACCESS ALL AREAS EVEN WITH A FLAT BATTERY

Q&A

993SCOOLING-FANANDALTERNATOR BELTSEXPLAINED

My 993s generator-belt warning light keeps

coming on, as soon as the engine speed

reaches about 5000rpm.The two drive-belts

are ingood condition,and appear to be tight.

Mylocal mechanic could not tell me what the

problemmight be,or even carry out anypreliminaryinvestigative work. I have a set of

official workshop manuals,which talk about a

special tool to remove the large nut holding


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special tool to remove the large nut holding

the pulleys in place (polygonwrench; part

number999 571052 02),but dont say what it

looks like,or how to use it.

I know the belt tension on these engines is

adjusted by means of shims. Indeed, I watched

Peter Tognola doing the job on my 930Turbo

about 30 years ago, but Icant rememberwhat special tools he used. I assume there

should be some spareshims behindthe

hexagon-head nut, if I should need them?

But inany case I cant remove the nut

without the tool. Andwhich way does the nut

undo? Clockwise, or anti-clockwise? Assuming

that I have to buy the tool from Porscheshop

(my usual mail-order supplier back in the UK),

how would I go about using it?

PhilWright, Lanzarote

Paul St acey, Nort hway Porsche:The 993,

like the 964, has what look like two parallel fan

belts.In fact, only one of t hem drives the

engine-cooling fan; the other,w ith t wo slightly

different -sized pulleys,powers t he alt ernator.

This arrangement was t o allow t he generator

t o run faster at lower engine speeds (in slow-

moving traff ic,f or instance) than it might have

been desirable t o run the fan, and thereby to

cope with the demands of the electricalsystem, while at the same time providing

adequate cooling. It does mean, however,t hat

t he driver wouldnt necessarily be aware t hat

t he cooling-fan belt itself had broken until the

engine eventually overheat ed.

In order t o avoid t his,t he cooling fans drive-

belt has a small plastic jockey wheel running

against its f lat, outer surface; the w heel is

supported on an arm att ached to a micro-

switch. If t he belt breaks,t he resulting angularmovement of t he wheel and hence the arm

closes the micro-switch,and the instrument-

panel warning light comes on. (A lit t le

confusingly,but not ent irely illogically in t he

circumstances, its t he same lamp as for t he

battery/ generator-belt warning.)

Sometimes,however,the switch inside the

mechanism fails by going closed circuit, and

t he warning light remains on all the t ime. On

ot her occasions t he plastic jockey wheel might

break off, leaving just its small bearing t o rub

against t he belt. This will cause rapid and

excessive wear t o the outside of the belt, and

(as in your car) the warning light t o come on at

higher rpm. Iw ould be inclined to st art by

replacing t hat ent ire sender mechanism,or at

t he very least t o remove it f or inspect ion

and/ or test ing with a multimet er.Your local

mechanic ought to be able to do that.

The sender is secured by a single 5mm Allen-

head screw, although t his can be tricky to undoand subsequently refit , primarily due t o the

limited space in the area. The part number of

t he sender is 993 106 035 00,and here in the

UK it cost s 67.47 plus VAT. Iam sure t hat a

Porsche Centre over here would m ail one to

you if you paid by credit card.

The other fact or to consider is a problem

wit h the engine-bay wiring loom. This was the

subject of a recall many years ago,and w hile it

is unlikely t hat your car slipped through t he net(and the fault was not known to manifest itself

in t his way), it is possible. Any Porsche Cent re

should be able to tell you whether or not t he

car was upgraded in t his respect if you provide

t he VIN, or Vehicle Ident ificat ion Number.

If you have to replace the belts, t here should

be a splined Allen key in your cars toolk it.

Insert that into the end of the alternator shaft

to hold it stationary,and then use a 24mm

spanner on the nut . (It s a conventional right-

handed thread.) Remove the pulleys and the

t ensioning spacers,or shims.To t ighten t he

belt nearest you,m ove t he shims from

bet ween the pulley halves,and place them on

the outside.To slacken the belt,take shims

from t he outside of t he pulley and posit ion

them bet ween the tw o halves.

The other belt,nearer the front of the car,

uses the same principle with t he shims, but

here the t wo halves of t he pulley are held

toget her with t hree 5mm Allen screws. Theheads on these are shallow, and the socket s

tend t o round out easily,so Iw ould order some

replacements before att empting t he job.Make

sure the concave spacers go back correct ly,as

ot herwise you will lock the alternat or and fan

pulleys t ogether, and burn out the alternator.

Plasticjockeywheel runningagainst993s (and964s)cooling-fanbelt (above, left) isdesignedtoalertdrivertothebelts possiblebreakage,but canitself fail andgeneratespurioussignals. Apopularmodification,especially forpower-tunedengines, isto lockalternatorandfan shaftstogether (right)and usea singlebelt

ANOTHERM96 ENGINEBITES THE DUST ANDWEARE NOT SIMPLYMAKINGTHISUP!

I recently bought a 996-model 911 Carrera. The engineis now emitting a rather worrying tapping or clickingnoise at tickover, at what sounds like half enginespeed, and a bit like an old-fashioned tappet. I hopethat this might be coming from a camshaft follower,rather than anything more serious, but any further

right-hand side, and the left-hand tailpipe is moresooty than the other, then sadly you are more thanlikely to have the famous or perhaps that should beinfamous bore scoring. You should be able to confirmthat by having the ignition coils and spark plugsremoved, and the cylinder walls inspected with an

between 4000 and 6000. Chain tensioners costaround 100 apiece, and take only a couple of hours toreplace (120 at our standard 60 per hour). Hydraulictappets vary in price, again depending on year, from4090 each. Just remember that there are 24 of thethings, though. If its the tappets on the left-hand bank

Q&A

OWNA CAYENNE ORONE OFMANYOTHERVAGMODELS?THENYOUNEEDTO KNOW THIS!

Here in the world of Porsche we often bang on

about ourbeloved carsDNA, and althoughin

reality there can plainly be no such thing, there

is undoubtedly a family likeness between the

many different vehicles built by the entire VAG

group over the last 15 years or so.Which means,to continue the biological analogy, that many of

them can and do suffer from the same

health issues. Mechanical problems, basically.

the doors when shes driving herself, and if her

elderly mother had been inthe car with her then

I amfairly sure that to get the latter out we

would have had to call the fire brigade and

whoI amsure would have been delighted to

cut off the roof. What kind of numpty designs avehicle that potentially renders easy escape

impossible in the event of, say, an accident?

Anyway,rant over. What you need to know

80and 135 (both plus VAT), depending on the

precise model and its specification.Make sure

that you get exactly the right parts byordering

against a VIN, says Scott unsurprisinglythere

areseveral alternative components.

The procedure forthe front door is or canbe,anyway slightly different. Again I managed

to get the Passats inner trim off (despite the

close proximity of the end of the fascia), but in


114/132

health issues. Mechanical problems, basically.

This was brought home to me whenmy new

Volkswagen Passat actually, a tidy 2004-model

130PS TDI saloon that recently replaced our

1998 estate decided onemorning that it didnt

want to open two of its four doors inresponse

to the button on the remote key fob: left front,

and right rear. Andyes, I know that the firstpress of the button is intended to openonly the

drivers door anyway. Repeatedly jabbing at both

the fob, and then the lock/ unlock button onthe

drivers door armrest, generated the usual

clunking sounds fromthe gooddoors (so I was

confident the fob battery was OK), but no sign

of the buttons below the windows popping up.

Likewise those same doorsinternal handles had

no effect but temporarily to raise the relevant

pushbutton, which dropped back into the trim

as soon as the handle was released.

I wont bore you with all of the subsequent

details.Suffice it to saythat it quickly became

apparent that the doors were not going to open

from inside or out any time soon.And that

depressingly few people out there in the world

of VWseem to have even the slightest idea

about how quickly, easily and economically to

deal with what the forums I looked at suggest

to be an astonishingly common problem. I am

still waiting for one of the VWmaindealers inmy areato come back to me with a price for the

job. (They wanted 138 simply to diagnosethe

problem.)And dont evenstart me on the

nonsense that pervades said forums like a

disease.How do some of these people function

without 24/ 7 supervision? If youhave nothing

useful to say,then shut the & @ up. Lol.

I mention all of this partly because it and

what follows might helpanyone with a so-

called B5 Passat (or a Mark 4 Golf, and quitepossibly many subsequent VW, Audi and Skoda

models),but also because both the Touareg and

the famously similar PorscheCayenne have

exactly the same issue. And because, quite

Anyway,rant over. What you need to know

right now if your Cayenne (or Touareg, or daily-

driver Passat, or Golf etc) shows the same

symptoms, which oneday it most likely will is

how to deal with it. Without having to chisel or

air-saw or fire-axe the door open. Or and I

spotted this inat least two forumposts just this

morning using a body-straighteninghydraulicram physically to push the door open. Seriously,

what medication are some of you people on?

Mysolution forthe rear door; the front one

seems to have cured itself,at least for the time

being;see below was to take off f irst the door

card, and then the pressed-steel component

carrier behind it. (The door shells inner skin,

basically, to which is attached the window-lift

mechanism.)Its not particularly easy to get the

cardoff with the door shut, and probably just as

tricky in the Cayenne, but it is certainly possible,

and with care and a bit of luck you shouldnt do

any serious or obvious damage. This gives

limited but adequate access to the electro-

mechanical latch mechanisminside the trailing

edgeof the door shell (and secured by screws

thus obscured until the door canbe opened),

and by studying the latch I had bought brand-

new from VW; therewas no way I was going to

mess about with cheap and quite possibly

counterfeit rubbish fromthe darker corners ofthe Internet I was able to deduce that by

selectively breaking open the right part of the

motor casing I would probably be able to move

the tiny plastic link inside that was effectively

deadlocking the mechanism. And so, with a bit

of dexterity, it proved.Result!

No less satisfying was having my theory

about the close similarity of the Cayenne in this

respect confirmed by Scott Martin, one of the

technicians at the Porscheshop (0121-585 6088;www.porscheshop.co.uk). Its an increasingly

common problemin these now ageing vehicles,

too,he suggested, and byand large he and his

colleagues deal with it inexactly the same way

close proximity of the end of the fascia), but in

doing so must have unknowingly shaken the

internals sufficiently to remake the offending

intermittent connection(s)inside the latch

mechanism, and thereby allow the door to be

unlocked and opened. (The problemis widely

argued to be caused by the same kind of dryor

partially fractured soldered joint that famouslyafflicts the circuit boards in various older

Porsches fuel-pump and ignition-system relays.)

This will allow me later to strip down the door

and undo the latch screws inthe normal, non-

destructive way,so inthe meantime I have

disabled the central-locking byremoving the

fuse. The doors can still be locked by pressing

down the four individual buttons, but crucially

this doesnt electricallydeadlock them, and

thereby risk them jamming shut again.

What Scott tends to do inthe Cayenne,

however (andI amhappyto say that this had

crossed my mind, as well) is physically unbolt

the reardoor from the B-post which is a lot

easierthan it might sound. This once again

gives limited but sufficient access to the

U-shaped hasp on the striker plate,and that,

after the application of protective masking tape

to the surrounding paintwork, canwith care be

cut through with an air-powered hacksaw. Here,

too,its difficult to quote labour costs for thisinnovative but plainly effectiveapproach

(although I would guess that it shouldnt take

more than an hour; two at most), but the latch

costs between 55 and 140 plus VAT there

are at least six different part numbers, so again

make sureyouget theright one forthecar

and the striker plate 6.20, also plus VAT.

Needless to say,this is something that I plan

to come back to in a full how-to as soonas

possible. And if my research and personalexperience to date is any guide, then I shouldnt

have to wait too long for a suitable Cayenne to

show up. Or maybe you have onealready?

T gd (fi tth i b l ) i imil gh

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115/132

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116/132

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The widebody look and four-wheel drive,its no wonder the 996 C4S was a hit

996 TO THE FOUR

Words: Steve BennettPhotography: Michael Ward

996 C4S BUYERS GUIDE

SPECIFICATIONPORSCHE 996 C4S

Engine ..................3600cc flat-sixTransmission ......Six-speed manual/five-speed TiptronicMax power ..........320bhp at 6800rpmMax torque ........273lb ft at 4250rpm

Brakes ..................Vented discs 300mmfront and rearWheels & Tyres..8x18in (f), 11x18in (r).225/40x18 (f), 295/30x18 (r)Weight.. ................1565kg0-60mph ..............5.9 secs


118/132

W

eve said it before

and well say it

again: The 996s

time is coming.

Prices have beentoo low for too long, while the

prices f or air-cooled classics are

entering the stratosphere.

Inevitably, then, prices for the

was getting beaten with a stick,

and now look at it go. Prices are on

a par, or outstripping, the 993, and

remember how that was the dead

cert buynot so very long ago? Andso the 996 has beenthewhipping

boy in recent times, not helped by

its ubiquity. Its funny how

popularity has worked against it.

4of course points to four-wheel

drive, the Sto the models

superior specification over the

regular 996.For just 2610 more

than the Carrera 4, the customergot some7000-worth of extras

and thats not taking into account

the cost of Turbo-lookbodywork.

The bodywork is some 60mm

175mph,compared to 177mph for

its two-wheel drive sibling, but

again its hardly a deal breaker.

MODELVARIATIONSThe Carrera 4S was launched atthe 2001 Frankfurt motor show.

The revised and upgraded engine,

now with 3.6-litres,and many of

p 5 9Top speed............175mph

PORSCHE 968 BUYERS GUIDE

WHAT TO PAYOf all the 996 models, the Carrera 4S is the most desirable and pricesreflect that. A few exceptional cars with dealers are commanding above20,000, but in the main prices are between 15,000-20,000 formoderate mileage cars.As ever a private sale will get you the best deal, but comes without theback up of a warranty. Unlike the classic 911 market, you wont bebattling it out with dealers over private cars either.Even a cursory glance at the current market for the C4S would indicate

that there are some good cars out there, that have been cherished bycaring owners. If youre lucky, you might also find a car thats had theremedial engine work carried out too.At the moment, we cant help thinking that the C4S is undervalued, soget ahead of the curve for a change.


119/132

strengthening. This came at a

cost, though, with the all-up

weight being some 70kgmore

than the coupe.

STYLING ANDBODYWORKUntil the launch of the 996,

Porsche had been involved ina 34-

year evolution of the 911, styling

and bodyshell wise.The 996, then,

was always going to be a

challenge, both for Porsche and

the public. That they pulled it off,

and the 996 was universally

recognisable as a 911, speaks

volumes for the achievement

made.

Inretrospect it could be said

that the styling was perhaps a

little too smooth, but that rather

followed the styling trends of the

time. Certainly the widebody 996s

successfully addeda more

aggressivelook and inthe case of

the Gen 2 996, the new front light

treatment addressed the criticismof theealier 996s fried egg

headlamp styling.

Whatever yourviews, however,

the C4S is a 911throughand

through, and arguably the best

looking of the 996 range.

WHAT TO LOOK OUT FORENGINE

We sometimes wonder wevemade a rod for our own backs here

at911&PWwhen it comes to

writinganything about 996

engines, but we will continue to

C4Ss benefit fromthe revised

unit. The bore is 96mm, the

stroke stretched to 82.8mm to

achieve a swept volume of

3596cc. The piston crowns were

redesigned to keep thecompression ratio at 11.3:1.

New connecting rods were

installed, featuring larger 63mm

big-ends (as opposed to the earlier

units 60mm). Output was boosted

to 89bhp perlitre, giving 320bhp

overall at 6800rpm.

The increase inpower was

achieved without affecting fuel

economy in fact, Porsche

claimed an improvement in this

respect, the VarioCamPlus

adjustable inlet cam timing and lift

helping to make the engine more

efficient. Moretorqueytoo,with a

useful 237lb ft at 4250rpm.

And the issues? Well its fairto

say that Porsche attended to

many of the problems that

affected the earlier 3.4-litre M96

engine,with the revised 3.6-litreunit, but they can still reartheir

head. What does seemto have

been largely eradicated was the

problemof cylinder bore cracking.

The M96 enginehas a coated

aluminiumcylinder liner,which has

been known to fail, with obvious

consequences. Upgrading to steel

liners is a fix, but usually after the

damage has been done.More likelyis IMS (intermediate

mainshaft) bearingfailure, again

with obvious consequences. There

are a number of upgraded bearing

contingency in hand for work and

check out our aforementioned

full M96 engine odyssey. We

didnt devote ten pages t o the

subject for the fun of it!

TRANSMISSIONThe 996 C4S was available with

six-speed manual and Tiptronic S

auto transmissions. The manual

box is a lovelyquick-shifting thing,

but for many the five speed

Tiptronic is the preferred option.

And why not, as these things go

its pretty good and, of course,

allows for a form of manual,

sequential shifting.

At the heart of the C4S is its

drivetrain, shared with the Turbo

and the basicC4. It relies on a

multi-plate viscous coupling

located in the front differential

unit, with between five and 40 per

cent of the torque being available

to the front wheels.

Fortunatelythere are no realtransmissionissues to report. As

long as its been serviced properly,

its mechanicallytough. The clutch,

too,should last for up to 80,000-

miles, or longer if youre especially

gentlewith it

SUSPENSION ANDBRAKES

The suspension features Porsche-

optimisedMacPhersonfront

struts with track-control and

longitudinal locating arms. At the

back there is a multi-link set-up

USEFUL CONTACTS

Carparts911www.carparts911.co.ukO/E and good quality pattern parts at great prices

Porscheshopwww.porscheshop.comA great range of O/E and quality pattern parts, plus good value 968tuning parts under Porschehops EuroCupGT range

9-Apartwww.9-apart.co.ukNew and second hand parts

Design 911www.design911.co.ukServicing and tuning parts from a comprehensive stock list, plus Design911s own Designtek tuning parts range

Hartechwww.hartech.orgNot just for the worst case engine rebuild scenario. If you live in thenorth west, these guys will look after and service your 996 too

polished and waxed, will certainly

stand out.

Not strictly speaking bodywork,

but attached to it arethe front

rads for cooling and air-

conditioning. These sit low down in

the front apron and are prone to

picking up damage and debris.

Havea good look with a torch

becausethey start to rot at thecorners and are expensive to

replace.

Interior wise,the 996 was not

Porsches finest hourin terms of

IN THE CLASSIFIEDS2004 CARRERA 4S55,500 milesCobalt BlueBlue leather interiorFSHwww.parkwayspecialistcars.co.uk22,000

2002 CARRERA 4S56,000 milesArctic Silver

Grey leather interiorFSHwww.rpmspecialistcars.co.uk18,995

2003 CARRERA 4S76 973 miles (with rebuilt engine)

WHAT THE PRESS SAIDThe choice between C2 and C4 remains as complex as ever. The C4 isundoubtedly the more talented car, exuding an invincible air thatmany will find irresistible. Yet there will be those who prefer thelighter, more agile perception created by the cheaper two-wheeldrive car.AutocarFeb2002

Of the bunch - 996 C4S 997 C2S, 997 Turbo, 997 GT3 RS - we wouldtake the 996 C4S. Yes, seriously. Its got the best ride quality, itdoesnt transmit hideous amounts of road noise, its got a sublime

gearbox and steering, and its plenty fast enough.911&PWAug2013

The Porsche doesnt feel like a four-wheel drive car, which goes toshow how effective and subtle the system is. Of all modern-day911s, the C4S is second best only to the GT3.Car and Driver May1991


120/132

with nofewer than five track

control arms and coil over

dampers. Its worth having a crawl

underneath because the

suspension really is a thing of castaluminium beauty,and goes a long

way to explain the 996s excellent

handling and, in particular, its

ability to put its power down.

The C4S sits 10mm lower than

the standardC4, and shares its

suspension with the Turbo.

Problems? None particularly, aside

from normal wear and tear to

bushes (theres a lot of them at

the rear) and the lower control

arms front and rear. Also known as

coffinarmsdue to their

distinctive shape,the ball-joints

are subject to quite high forces

and so have a limited life, but

replacements arenot expensive

being a high service item.

WHEELS ANDBRAKES

The C4S shares much with theTurbo, including the wheel and tyre

combo:8J x 18 Turbo Twistrims

at the front shod with

225/ 40ZR18 rubber, whilelarger

11J x 18s are fitted at the rear,

with fat 295/30ZR18s.

The C4S shares that same brake

package with the Turbo too,with

330mm discs all round, 34mm

thick at the front and 28mm thickat the rear. Calipers are four-pot

aluminium all round, and while you

could order your C4S with

Porsches ceramic composite

brakes,very few folk did.

Things to look out for? Brakes,

wheels and tyres can tell you a lot

about a cars condition and how its

been looked after. If the tyres are

not PorscheN rated,then take

note.Likewise the wheels should

be ingood condition and check the

discs too. theyre not cheap and

excessive lippingwill mean

replacement.

INTERIORANDEXTERIORWeve yet to see a rusty 996. The

bodies are galvanised so if you

were to encounter corrosionitwould likely be due to some sort of

bodydamage. Obviously check

the bodywork and paintwork. A

carthat has been looked after in

this department and regularly

Porsches finest hourin terms of

quality of materials and it doesnt

wear well if neglected. Again, as

with the bodywork, you can tell a

lot by the interior. It is capable of

being hard wearing,but only if

treated well.Be very suspicious ofa car with a grotty interior.

Dont be put off by squeaks and

general rattles.Even the youngest

C4S will be 10 years old now.Time

spent chasing rattles down will be

time well spent

THEDRIVINGEXPERIENCEIn a word:sublime. Last year, as

part of911&PWs 911 at 50

celebrations, we pitcheda bunch

of new Millennium911s together

for a group test including a 996

C4S, 997 C2S, 997 TurboS and

997 GT3 RS. The winner? The 996.

It surprised us too, but it genuinely

was the most engaging carto

drive with a steering,handling and

ride balance that best suited our

UK road conditions. It was plentyfast enough, too.The fact that a

good one can be picked upfor

under 20,000 makes it abargain.

Get in there before everyone

wants one.PW

76,973 miles (with rebuilt engine)Basalt BlackBlack leather interiorFSHwww.911virgin.com20,995

I BOUGHTONERussell BrownI wasnt initially looking for a 996

C4S, but a C2. Thing is every dealer Iwent to seemed to have a C4S and Ibegan to get hooked on the Turbolook bodywork, and then I took adrive in a couple and that was that.People talk about the C2 feelinglighter and more agile, but I didntreally find that. If there was adifference it was that the C4S feltmore planted and solid on the road. Italso seemed to have superior ridequality too, and it still surprises inthis department today, particularlywhen 911s seem to be getting stiffer.

Deciding I wanted a C4S andactually buying one was a differentmatter. As ever it was the usualconundrum of dealer v private. Butthen I got lucky. A friend of a friendwas selling a 2003 C4S. It was a carId seen a couple of times. In silver,with black leather, it was the perfectcolour combo (Im not veryadventurous!), but more importantlyit had been pampered to within aninch of its life. Frankly I wasnt surethat I could do it justice, but I thoughtId give it a go.

This was a few years ago, so I paid

close to 30,000 for a car with just40,000 miles on the clock. In thattime Ive added another 20,000-milesand loved every minute of it. Runningcosts have been pretty reasonableand so far Ive only had to swallow

i i i d f

Car and Driver,May1991

PARTS PRICES(Prices supplied by www.grouptyre.co.ukand www.carparts911.co.uk)Tyres (each) 118.oo front, 240.00

rear (Continental)Front pads (set): 71.51Front discs (pair): 73.43 (each)Ignition coil: 26.82 (each)Exhaust system: 610 (left and right)Front damper: 124.73

(Prices supplied by Northway Porschewww.northwayporscheltd.co.uk)12,000-mile service: 175.00Brake fluid change: 50.00

INCORPORATING TRIED & TESTED

ADVERTISE YOUR PORSCHE FORFREE- ON THE PAGE AND ONLINE at www.911porscheworld.com

1999 911 (996) CARRERA 4

CABRIOLET, vgc, only 45,000 miles,comes with hard top and Porsche

Porsche 993 RS / GT, "THE SHK BLACK SNAKE", one off laprecord car !!!

Porsche 964 RS/L,Grand Prix White, 23 mls / 35 KM only


121/132

comes with hard top and Porsche

cover, one owner for last eight yearsand only used in summer, average

3000 miles per year, taxed andtested, FSH, 10,800. Tel: 07802

361605. Email: [email protected](Lincs). P0714/041

911 CARRERA 3.2S CABRIOLET,1987, 132,000 miles, black, full

leather seats, a/c, engine partially

rebuilt, many parts replaced, fullservice book with invoices, owned15 years, 19,500. Tel: 07850

595968. Email: [email protected](Cambs). P0714/040

WWW.GERMANSPORTSCARS.NET

record car !!!

WE BUY LHD PORSCHE964 RS & RS CS, 964 TURBO 3.6, 964 TURBO S, 993 RS & RS CS,

993 CUP, 993 TURBO, 993 GT 2

BLACK 996 3596ccCARRERA 2

TIPTRONIC,2003, metallic black,service history, low mileage 74,663,

Sport pack fitted, full black leather

interior, private number includedL5T GO, 16,900. Tel: 07967674184. Email:

[email protected] (Staffs).P0714/001

911 (993) CARRERA, silver, black

leather interior, Tiptronic, 128kms,garaged, serviced by Porsche

specialists, 4 owners, totally

original, sunroof, climate/AC, CDplayer, 35,000. Tel: 0034 669511850. Email:

[email protected] (Madrid,Spain). P0714/012

996 CARRERA 4 COUPE, 2001

registered, only 33,000 miles, oneowner, full service history and

garaged, Sport Pack seats,

suspension, exhaust etc, recentMoT, 14,500 or realistic offer. Tel:07836 508714. Email:

[email protected]/024


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911 & porsche world - july 2014

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