Carpokes Porsche Forum

I got a GT, exactly what I was looking for. Fast but comfortable. I would drive it across country no problem. I have instructed 720s at Watkins Glen, very fast but a serious sports car not a GT. I’ve got the 944 track car for that! A serious plus is that the wife loves to go for drives in the GT. It dosent have the sound of a Ferrari or Lamborghini…but it sounds nice and you can live with the sound for hundreds of miles!

I have not been in a McLaren but the GT seems a very potent cruiser indeed with already way more performance than needed for the road. Congratulations, especially if your wife likes it!
It is partly the unexceptional soundtrack of the 944T engine that has pushed me down the road of Italian cars - coming out of a pretty fast 944T there were not many of these fancy V8/10/12 cars, affordable to me at least, that were going to impress me in a straight line but with the right aftermarket exhaust configurations (and a few basic upgrades) they come into their own and everything begins to make sense and work together - the sound, the handling and the overall performance all add up and you get great fun and sensations without going dangerously over the speed limits. No tedious or tiring sound over long distances either, again if the exhausts are chosen carefully. Far easier to work on that the 944T and generally better thought out. Makes you wonder what Germans engineers have in their minds sometimes, like making things complicated just for the sake of it... or perhaps a more PC way to say it is that once you have made yourself comfortable wrenching on a 944T there are many cars, some that too many wrongly consider fussy or "special", that can feel like a walk in the park in comparison.
I cannot even begin to imagine how tricky it must be to wrench on a McLaren, though I imagine that you have yours serviced at the dealer. Beyond the soundtrack these are just way too modern for me and I do not think I could trust cars that do not even have an oil dipstick anymore.

Over the summer I toyed with the idea of getting a Ferrari 308 or 355. I was thinking the same thing, after taking apart a 944t engine and replacing just about everything, how hard can anything else be from that era.

The Ferrari parts tax is still steep though lol.

944m3 wrote: Sun Nov 24, 2024 6:01 am Over the summer I toyed with the idea of getting a Ferrari 308 or 355. I was thinking the same thing, after taking apart a 944t engine and replacing just about everything, how hard can anything else be from that era.

The Ferrari parts tax is still steep though lol.

Audi R8 seems the least temperamental supercar, even that requires engine removal to access some systems. Alternatively there's probably a fairly easy 500 bhp available from a TT-RS, that also sounds quite nice.

944m3 wrote: Sun Nov 24, 2024 6:01 am Over the summer I toyed with the idea of getting a Ferrari 308 or 355. I was thinking the same thing, after taking apart a 944t engine and replacing just about everything, how hard can anything else be from that era.

The Ferrari parts tax is still steep though lol.

This YT channel gives a pretty good insight on how the F355 is put together :



Having now first hand experience with that engine out job I would say it's exactly like in the videos : nothing particularly complicated but just many hours to perform relatively basic (dis)assembly tasks.

Parts aren't cheap but Porsche parts prices have been going up steeply in the last years, to the point where it probably makes more sense as a DIYer to "dissolve" the high costs of parts in the labour we do not pay, and probably a long term investment that makes more sense than to keep spending fortunes in our 944t which values struggle to take off - sad but true, and this is fine as far as I'm concerned but if I can have only one bottomless money pit among all of my cars then all the better for it.

If you can own both and make some economical sense out of it, just don't think for too long and enjoy it whilst your body still allows you to, IMO.

Pleased to say the clutch seems 100% operational again. I say "seems" as slippery roads didn't provide all the safety conditions to go full load in the higher gears, but enough to suggest all the power is transmitted again to the rear wheels.
Fixing the issue involved renewing the slave cylinder and adding a minimal amount of slack on the rod between the pedal and the master cylinder.

It seems strange that a leaking slave seems related to clutch slippage as one would expect pretty much the opposite but my theory is as follow : as the clutch disc wears out and if the rod between the pedal and the master is adjusted tight with no play, which was needed as I could barely declutch when the (flywheel and) disc were replaced a few years ago, then there will be a gradual loss of pressure on the disc because the fork pushes back onto the slave output rod which will have no room to slide back in. This should build gradual pressure on all seals in the hydraulic circuit and in my case the slave let go perhaps because it was the oldest component in the system.
After installing the new slave I made sure to readjust the rod "just enough" and it seemed to do the trick.

Sounds like a reasonable theory to me. If the disk lost thickness and the linkage was preventing the pp from applying all of its clamping pressure, then that could certainly do it. My test was always to get on the highway at a calm cruising speed, wait for a mild uphill grade, and floor it in 5th. If my clutch held there, it would hold in any real world situation.

A mistake I made was also not checking the tightness of the rod after fitting the strut tower reinforcement, which must have pushed the master backwards.

Anyway I hope my clutch is now sorted for years to come. Touch wood.

Glad you figured out the clutch slip issue, I got a ‘87 stock 951 in a few months ago and it had a spec stage 2 clutch put in 2 years ago that has minor use but chatters very badly on engage and disengage. Went through a lot of the checks and adjustments but ended up having to pull the gearbox and remove clutch to find a broken pad on the clutch that got into everything and just did some minor damage to everything about to cause a real fuss all over. Those clutches are very sensitive to any minor imperfections and hard to diagnose! Happy holidays

Boostfeen wrote: Sat Dec 07, 2024 9:36 am Glad you figured out the clutch slip issue, I got a ‘87 stock 951 in a few months ago and it had a spec stage 2 clutch put in 2 years ago that has minor use but chatters very badly on engage and disengage. Went through a lot of the checks and adjustments but ended up having to pull the gearbox and remove clutch to find a broken pad on the clutch that got into everything and just did some minor damage to everything about to cause a real fuss all over. Those clutches are very sensitive to any minor imperfections and hard to diagnose! Happy holidays

Howdy stranger! I tried a Spec clutch when I first built my 3 liter and the chatter was unbearable. I put up with it for maybe a thousand miles and when I yanked it out, it was already trashed.