I am wondering why only LN Engineering has pursued this research. Does Porsche R&D not agree with this issue?

 

2000 C2 Carrera - currently at 123K miles. From day 1, Mobil1 0W-40 is the only oil ever used along with consistent regular maintenance. Performance is amazing and is driven almost every day. Love this car!!!.

 

haven't done the IMS, will do it when/if I need to do the clutch. i know i should probably do the oil more often, but it just never seems to happen. i tend to forget until it's time to get the next 15k service. usually i don't even have to top it up between services. it seems pretty much bullet proof! although this last service was the first signs of things crumbling - needed coils, spark plugs and a battery (they were all originals)

 

+1 but with 113k

 

145K on a 99 C4 with Mobil 0-40

 

I'm lovin the results of 0w-40!!!!!

 

01 C2 with 99,680. used M1 0-W40 for the first 90,000 Now with the L&N upgrade I use 5 qts of M1, 0-w40 and 4.5 qts of 5w50

 

5-40 Mobil 1 at 95752 ( this afternoon). Replaced clutch and put in ln bearing at 89700 mi. This was the second clutch replacement in this car ; first done by previous owner at 45000 mi. I drive it 6 days a week, and drive it hard every day ( one it gets to 180). I put about 10 k mi a year, including 1000 miles at driving events.

If you goes think this car is "unreliable" my initial 911's from the '70s would be ready for new valves and guides at 75k mi.

Job

 

200,000 miles on a 2002 996. I've had it since new and have only used Mobil 1 0W-40. But I'm on my second engine (replaced at about 142,000 miles).

b-man

 

What failed?

 

Here are some older messages I had previously posted:

"If I remember correctly, the variocam or variocam plus or whatever it's called wasn't working properly and would change the valve/cam timing incorrectly. Then the engine would run really badly, so badly that it would sometimes shut off ignition to a cylinder. That would be hard on the engine and I eventually blew a head gasket."

and

"There was a LOT of smoke, and there was coolant coming out of both exhaust pipes. I know, I must have imagined that because these cars rarely have head gasket problems and rarely have engine replacement problems too (sorry, I can't help being a little bitter and sarcastic about this).

My mechanic is very good, very experienced, and very honest.

I can't remember the details about the engine problem(s). But, I think there were several related issues that triggered check engine light (constant on and flashing light) for a while. Sometimes it would kill ignition (or maybe fuel?) to the affected cylinder, which I understand to be the limp home mode. Then the resulting uneven pressures would be the biggest contributor to the blown head gasket (if I remember this correctly).

When the one cylinder would shut down, I would usually kill the ignition completely with my key, then start the car again, usually while the car was still moving at speed! That would always (if I remember correctly) fix it temporarily.

When I looked into this very closely (with my mechanic) and thought this through very carefully, the cost of fixing the problem(s) didn't make finanical sense to me. It may have had something to do with not being completely sure the engine would be fixed, all of the labor/time involved, etc.

It made more sense to me to get a replacement engine when the first one let go. So I kept driving it until it did."

b-man