Discussion
I've been away from 911s fo a year or so and need to scratch the itch again. I previously had a 996C4 cab as a daily (later a weekender) followed by a 996 Turbo with a few tweeks as a weekender.
I'm currently driving Mrs JW911's 987 2.7 which is a great car but getting a bit long in the tooth and she has insisted on a four seat replacement - despite having nicked my Rangie for our baby. I've talked her into a 997 as she didn't specify legroom
and as it'll be a daily, it needs to be fairly recent. Max budget is £40k and that just makes it into a 997.2 with sensible mileage.
What do I need to look out for on the Gen 2, please? Research suggests they're immune from bore scoring but what else is there? I'm pretty familiar with the 996 so not entirely a mechanical numpty.
Finally, C2 or C2S? Heart says C2S, budget says probably C2. 345bhp seems plenty for a daily considering my Turbo was "only" 420 or so....
Over to you...
I'm currently driving Mrs JW911's 987 2.7 which is a great car but getting a bit long in the tooth and she has insisted on a four seat replacement - despite having nicked my Rangie for our baby. I've talked her into a 997 as she didn't specify legroom
and as it'll be a daily, it needs to be fairly recent. Max budget is £40k and that just makes it into a 997.2 with sensible mileage.What do I need to look out for on the Gen 2, please? Research suggests they're immune from bore scoring but what else is there? I'm pretty familiar with the 996 so not entirely a mechanical numpty.
Finally, C2 or C2S? Heart says C2S, budget says probably C2. 345bhp seems plenty for a daily considering my Turbo was "only" 420 or so....
Over to you...
Where to start.....!
I've owned my 997S.2 since May 2010 when I bought it, used, with the grand total of 746 miles on the clock. It's now just passed 50,000 miles, so I've got to know the car and its strengths/weaknesses quite well.
The engine/gearbox has been bullet-proof. I've taken the precaution of additional oil changes (first one at 3000 miles following running in, second at 10000 miles, then every 10000 thereafter) as I think the prescribed 20000 miles between oil changes is insane. The engine is still as strong as when new and uses almost no oil whatsoever. The car is quite noticeably quicker than my previous Gen-1 997S
I've replaced the centre rear silencer with a Sharkwerks crossover pipe - this relatively inexpensive mod gives the car back some of the sound Porsche misguidedly conspired to remove from the '7S.2. (It sounds like a Hoover on the standard setup and not that much better with the standard PSE). Replacing the side silencers with Gert Carnewal's internally-modded ones further deepened and rounded-out the sound. The car now sounds as it should and there's just a hint more top-end power (but it's very subtle).
The PDK gearbox is a mixed bag. At first it just infuriated in every way and I deeply regretted not buying a manual. Changing the steering wheel from the dreadful buttons to the Sport wheel with paddles made a big difference, but it's still never as engaging as a manual. On occasions, in Sport Plus 'manual' mode, when really pressing on, it can be sort-of fun with the non-standard exhaust allowing for some (albeit-muted) overrun fireworks and a fairly loud 'crack' on full-bore upshifts. PDK's the future (whether we like it or not) but I'm not sure it's necessarily better than what went before.
When the car was new, the handling was a definite improvement on the Gen-1 - the car was generally a little more responsive. A custom geo at Center Gravity improved things further giving the car excellent turn-in and balance. Grip on 'N'rated tyres is more than sufficient (as you'd expect given the tyre sizes/profiles) but was further improved (especially at the front) with the fitment of Michelin SuperSports all round. A day with Don Palmer at Bruntingthorpe proved just how much fun and how adjustable the handling is - predictable and controllable even when very sideways indeed.
The interior quality also seems improved from the Gen-1 and has remained solid-feeling and rattle free with very little obvious wear and tear after 50,000 miles. The PCM-3 SatNav was a let-down as it still didn't allow for full postcode entry, but this has now been resolved with a big upgrade that I believe is still available from your local OPC for £150 + VAT.
Which brings me to the not-so-good bits. At under 5000 miles, the steering rack on the car 'failed' - it simply wouldn't self-centre out of right hand turns. Porsche replaced it under warranty and it appears it was a common fault. The car was then generally reliable until about 5000 miles ago at which point it started to become more and more uncontrollable over motorway dips and crests. A trip to Center Gravity led to my car being left with them for several weeks. The state of the suspension and steering was an absolute disaster:
1) The steering rack had to be replaced again - it was binding off centre, there was play in the pinion bearings and play in the rack guide bushes.
2) All 4 dampers were absolutely shot - this only showed-up when they were put on Bilstein UK's test rig that proved there was little or no low-frequency compression damping left. This was, of course, the reason for the car being all over the place on the motorway - long dips and crests require strong low frequency damping to control the car's body.
3) Both strut tops were starting to come apart.
4) Both steering bearings (under the strut tops) were full of water and rusty.
5) All 4 bump stops were perished and crumbling.
6) Both steering track rod ends were dry and sticking.
7) The camber and toe adjusters on the rear wouldn't 'nip-up' properly allowing the settings to move.
8) The rear springs had sagged slightly leading to a lower rear ride height and too little 'rake' on the car. (Solved by lowering the front - bit of lateral thinking)!
There was probably more, but this is one hell of a mess for a (then) 47000 mile car! OK it gets used very hard, but I would have expected some of these parts to last a little longer! Strangely, nearly all the affected parts are made by the same supplier for Porsche!
So, quite an expensive suspension refresh given the relatively sane mileage on the car. But one that's worked perfectly well - everything's now back to normal. In fact, the Bilstein B4 dampers that are now on the car are significantly better then the original dampers ever were, despite the B4s supposedly being the same spec (some claim even the same part) as OE. So an added bonus for my expense and trouble.
As a parting shot, I still prefer the immediacy, small-car feel, better steering and generally more 'raw' experience of the 997 over the 991, so maybe refreshing the old girl wasn't such a bad thing after all!
[Edited to add: I also prefer the perfectly-weighted, progressive feel of the 997's brakes, rather than the over-servoed, 'Audi' feel of the brakes in the 991].
I've owned my 997S.2 since May 2010 when I bought it, used, with the grand total of 746 miles on the clock. It's now just passed 50,000 miles, so I've got to know the car and its strengths/weaknesses quite well.
The engine/gearbox has been bullet-proof. I've taken the precaution of additional oil changes (first one at 3000 miles following running in, second at 10000 miles, then every 10000 thereafter) as I think the prescribed 20000 miles between oil changes is insane. The engine is still as strong as when new and uses almost no oil whatsoever. The car is quite noticeably quicker than my previous Gen-1 997S
I've replaced the centre rear silencer with a Sharkwerks crossover pipe - this relatively inexpensive mod gives the car back some of the sound Porsche misguidedly conspired to remove from the '7S.2. (It sounds like a Hoover on the standard setup and not that much better with the standard PSE). Replacing the side silencers with Gert Carnewal's internally-modded ones further deepened and rounded-out the sound. The car now sounds as it should and there's just a hint more top-end power (but it's very subtle).
The PDK gearbox is a mixed bag. At first it just infuriated in every way and I deeply regretted not buying a manual. Changing the steering wheel from the dreadful buttons to the Sport wheel with paddles made a big difference, but it's still never as engaging as a manual. On occasions, in Sport Plus 'manual' mode, when really pressing on, it can be sort-of fun with the non-standard exhaust allowing for some (albeit-muted) overrun fireworks and a fairly loud 'crack' on full-bore upshifts. PDK's the future (whether we like it or not) but I'm not sure it's necessarily better than what went before.
When the car was new, the handling was a definite improvement on the Gen-1 - the car was generally a little more responsive. A custom geo at Center Gravity improved things further giving the car excellent turn-in and balance. Grip on 'N'rated tyres is more than sufficient (as you'd expect given the tyre sizes/profiles) but was further improved (especially at the front) with the fitment of Michelin SuperSports all round. A day with Don Palmer at Bruntingthorpe proved just how much fun and how adjustable the handling is - predictable and controllable even when very sideways indeed.
The interior quality also seems improved from the Gen-1 and has remained solid-feeling and rattle free with very little obvious wear and tear after 50,000 miles. The PCM-3 SatNav was a let-down as it still didn't allow for full postcode entry, but this has now been resolved with a big upgrade that I believe is still available from your local OPC for £150 + VAT.
Which brings me to the not-so-good bits. At under 5000 miles, the steering rack on the car 'failed' - it simply wouldn't self-centre out of right hand turns. Porsche replaced it under warranty and it appears it was a common fault. The car was then generally reliable until about 5000 miles ago at which point it started to become more and more uncontrollable over motorway dips and crests. A trip to Center Gravity led to my car being left with them for several weeks. The state of the suspension and steering was an absolute disaster:
1) The steering rack had to be replaced again - it was binding off centre, there was play in the pinion bearings and play in the rack guide bushes.
2) All 4 dampers were absolutely shot - this only showed-up when they were put on Bilstein UK's test rig that proved there was little or no low-frequency compression damping left. This was, of course, the reason for the car being all over the place on the motorway - long dips and crests require strong low frequency damping to control the car's body.
3) Both strut tops were starting to come apart.
4) Both steering bearings (under the strut tops) were full of water and rusty.
5) All 4 bump stops were perished and crumbling.
6) Both steering track rod ends were dry and sticking.
7) The camber and toe adjusters on the rear wouldn't 'nip-up' properly allowing the settings to move.
8) The rear springs had sagged slightly leading to a lower rear ride height and too little 'rake' on the car. (Solved by lowering the front - bit of lateral thinking)!
There was probably more, but this is one hell of a mess for a (then) 47000 mile car! OK it gets used very hard, but I would have expected some of these parts to last a little longer! Strangely, nearly all the affected parts are made by the same supplier for Porsche!
So, quite an expensive suspension refresh given the relatively sane mileage on the car. But one that's worked perfectly well - everything's now back to normal. In fact, the Bilstein B4 dampers that are now on the car are significantly better then the original dampers ever were, despite the B4s supposedly being the same spec (some claim even the same part) as OE. So an added bonus for my expense and trouble.
As a parting shot, I still prefer the immediacy, small-car feel, better steering and generally more 'raw' experience of the 997 over the 991, so maybe refreshing the old girl wasn't such a bad thing after all!
[Edited to add: I also prefer the perfectly-weighted, progressive feel of the 997's brakes, rather than the over-servoed, 'Audi' feel of the brakes in the 991].
Edited by Ian_UK1 on Monday 6th July 13:31
It's interesting that everybody goes on about the .1 engines when the warranty work on mine has been largest expense in order:
Gear box - nearly £10k!
Front suspension full replacement - nearly £3k
Heat shields and exhaust components - approx. £2k
Above including labour.
Cost to me = 0 :-)
Gear box - nearly £10k!
Front suspension full replacement - nearly £3k
Heat shields and exhaust components - approx. £2k
Above including labour.
Cost to me = 0 :-)
fastgerman said:
It's interesting that everybody goes on about the .1 engines when the warranty work on mine has been largest expense in order:
Gear box - nearly £10k!
Front suspension full replacement - nearly £3k
Heat shields and exhaust components - approx. £2k
Above including labour.
Cost to me = 0 :-)
This sounds familiar - the gearbox in my former 997S.1 lunched itself too - a bearing came apart and filled the 'box full of metal bits - totally irrecoverable. Like yours, new gearbox required.Gear box - nearly £10k!
Front suspension full replacement - nearly £3k
Heat shields and exhaust components - approx. £2k
Above including labour.
Cost to me = 0 :-)
The engine in mine was faultless too (and it was an early one - 2004 - with the supposedly too-small, guaranteed-to-fail, Intermediate Shaft bearing)!
Ian_UK1 said:
fastgerman said:
It's interesting that everybody goes on about the .1 engines when the warranty work on mine has been largest expense in order:
Gear box - nearly £10k!
Front suspension full replacement - nearly £3k
Heat shields and exhaust components - approx. £2k
Above including labour.
Cost to me = 0 :-)
This sounds familiar - the gearbox in my former 997S.1 lunched itself too - a bearing came apart and filled the 'box full of metal bits - totally irrecoverable. Like yours, new gearbox required.Gear box - nearly £10k!
Front suspension full replacement - nearly £3k
Heat shields and exhaust components - approx. £2k
Above including labour.
Cost to me = 0 :-)
The engine in mine was faultless too (and it was an early one - 2004 - with the supposedly too-small, guaranteed-to-fail, Intermediate Shaft bearing)!
These cars are often described as " bullet proof " ...that may be the case but still plenty to go wrong . My own car has had springs , discs , battery ,condensor , steering joints ,rear light ,water leaks and exhaust bracket repairs in my 30 months ownership and is just on 30k now ( '59 plate ). It still drives like the day I bought it and intend to keep it a few years yet. My advice is buy OPC car ( many might not agree ) . These cars , more often traded in ( perhaps because of impending repairs ) are inspected by the techs that work on them daily so are well aware of all the common faults . Cars found with major faults are punted to auction whilst acceptable ones are brought up to OPC standards before moving into showroom. Admitably at top end of price band but I feel the guaranteed quality of the car and the two year warrenty makes good value. I have previously posted more specifics re the C2 recently if your interested . I do agree with Ian above re additional oil service...all my Porsches have had yearly changes , usually around 8k miles ( two years is far too long ) and never had a major engine trouble... Good luck with the choice , the 3.6 is a great daily .
I've had my 4S for just over 18 months and only major issue was an electronic fault with the ignition. It just wouldn't start one day and that was that. Trailered it back to the Porsche dealer and was fixed under warranty, not even sure what they replaced but it's been fine ever since. The crap Porsche OEM battery also failed as they do after being parked up for a few days. All the main mechanicals have been just fine, but had an advisory on the front strut tops showing signs of wear at the last major service (35K miles). Drives okay though, so not done anything about it yet. Overall it's been a pretty painless ownership experience to date.
Ian_UK1 said:
Where to start.....!
I've owned my 997S.2 since May 2010 when I bought it, used, with the grand total of 746 miles on the clock. It's now just passed 50,000 miles, so I've got to know the car and its strengths/weaknesses quite well.
The engine/gearbox has been bullet-proof. I've taken the precaution of additional oil changes (first one at 3000 miles following running in, second at 10000 miles, then every 10000 thereafter) as I think the prescribed 20000 miles between oil changes is insane. The engine is still as strong as when new and uses almost no oil whatsoever. The car is quite noticeably quicker than my previous Gen-1 997S
I've replaced the centre rear silencer with a Sharkwerks crossover pipe - this relatively inexpensive mod gives the car back some of the sound Porsche misguidedly conspired to remove from the '7S.2. (It sounds like a Hoover on the standard setup and not that much better with the standard PSE). Replacing the side silencers with Gert Carnewal's internally-modded ones further deepened and rounded-out the sound. The car now sounds as it should and there's just a hint more top-end power (but it's very subtle).
The PDK gearbox is a mixed bag. At first it just infuriated in every way and I deeply regretted not buying a manual. Changing the steering wheel from the dreadful buttons to the Sport wheel with paddles made a big difference, but it's still never as engaging as a manual. On occasions, in Sport Plus 'manual' mode, when really pressing on, it can be sort-of fun with the non-standard exhaust allowing for some (albeit-muted) overrun fireworks and a fairly loud 'crack' on full-bore upshifts. PDK's the future (whether we like it or not) but I'm not sure it's necessarily better than what went before.
When the car was new, the handling was a definite improvement on the Gen-1 - the car was generally a little more responsive. A custom geo at Center Gravity improved things further giving the car excellent turn-in and balance. Grip on 'N'rated tyres is more than sufficient (as you'd expect given the tyre sizes/profiles) but was further improved (especially at the front) with the fitment of Michelin SuperSports all round. A day with Don Palmer at Bruntingthorpe proved just how much fun and how adjustable the handling is - predictable and controllable even when very sideways indeed.
The interior quality also seems improved from the Gen-1 and has remained solid-feeling and rattle free with very little obvious wear and tear after 50,000 miles. The PCM-3 SatNav was a let-down as it still didn't allow for full postcode entry, but this has now been resolved with a big upgrade that I believe is still available from your local OPC for £150 + VAT.
Which brings me to the not-so-good bits. At under 5000 miles, the steering rack on the car 'failed' - it simply wouldn't self-centre out of right hand turns. Porsche replaced it under warranty and it appears it was a common fault. The car was then generally reliable until about 5000 miles ago at which point it started to become more and more uncontrollable over motorway dips and crests. A trip to Center Gravity led to my car being left with them for several weeks. The state of the suspension and steering was an absolute disaster:
1) The steering rack had to be replaced again - it was binding off centre, there was play in the pinion bearings and play in the rack guide bushes.
2) All 4 dampers were absolutely shot - this only showed-up when they were put on Bilstein UK's test rig that proved there was little or no low-frequency compression damping left. This was, of course, the reason for the car being all over the place on the motorway - long dips and crests require strong low frequency damping to control the car's body.
3) Both strut tops were starting to come apart.
4) Both steering bearings (under the strut tops) were full of water and rusty.
5) All 4 bump stops were perished and crumbling.
6) Both steering track rod ends were dry and sticking.
7) The camber and toe adjusters on the rear wouldn't 'nip-up' properly allowing the settings to move.
8) The rear springs had sagged slightly leading to a lower rear ride height and too little 'rake' on the car. (Solved by lowering the front - bit of lateral thinking)!
There was probably more, but this is one hell of a mess for a (then) 47000 mile car! OK it gets used very hard, but I would have expected some of these parts to last a little longer! Strangely, nearly all the affected parts are made by the same supplier for Porsche!
So, quite an expensive suspension refresh given the relatively sane mileage on the car. But one that's worked perfectly well - everything's now back to normal. In fact, the Bilstein B4 dampers that are now on the car are significantly better then the original dampers ever were, despite the B4s supposedly being the same spec (some claim even the same part) as OE. So an added bonus for my expense and trouble.
As a parting shot, I still prefer the immediacy, small-car feel, better steering and generally more 'raw' experience of the 997 over the 991, so maybe refreshing the old girl wasn't such a bad thing after all!
[Edited to add: I also prefer the perfectly-weighted, progressive feel of the 997's brakes, rather than the over-servoed, 'Audi' feel of the brakes in the 991].
Thanks for taking the time to write that balanced view, quite an eye opener to some of the things that can go wrong on a relatively low mileage car. Very poor from Porsche that some of those components are not lasting. If you bought a used example from an OPC, would you expect those suspension bits to be looked at and replaced, would they be covered by an OPC warranty or would they count as wear and tear?I've owned my 997S.2 since May 2010 when I bought it, used, with the grand total of 746 miles on the clock. It's now just passed 50,000 miles, so I've got to know the car and its strengths/weaknesses quite well.
The engine/gearbox has been bullet-proof. I've taken the precaution of additional oil changes (first one at 3000 miles following running in, second at 10000 miles, then every 10000 thereafter) as I think the prescribed 20000 miles between oil changes is insane. The engine is still as strong as when new and uses almost no oil whatsoever. The car is quite noticeably quicker than my previous Gen-1 997S
I've replaced the centre rear silencer with a Sharkwerks crossover pipe - this relatively inexpensive mod gives the car back some of the sound Porsche misguidedly conspired to remove from the '7S.2. (It sounds like a Hoover on the standard setup and not that much better with the standard PSE). Replacing the side silencers with Gert Carnewal's internally-modded ones further deepened and rounded-out the sound. The car now sounds as it should and there's just a hint more top-end power (but it's very subtle).
The PDK gearbox is a mixed bag. At first it just infuriated in every way and I deeply regretted not buying a manual. Changing the steering wheel from the dreadful buttons to the Sport wheel with paddles made a big difference, but it's still never as engaging as a manual. On occasions, in Sport Plus 'manual' mode, when really pressing on, it can be sort-of fun with the non-standard exhaust allowing for some (albeit-muted) overrun fireworks and a fairly loud 'crack' on full-bore upshifts. PDK's the future (whether we like it or not) but I'm not sure it's necessarily better than what went before.
When the car was new, the handling was a definite improvement on the Gen-1 - the car was generally a little more responsive. A custom geo at Center Gravity improved things further giving the car excellent turn-in and balance. Grip on 'N'rated tyres is more than sufficient (as you'd expect given the tyre sizes/profiles) but was further improved (especially at the front) with the fitment of Michelin SuperSports all round. A day with Don Palmer at Bruntingthorpe proved just how much fun and how adjustable the handling is - predictable and controllable even when very sideways indeed.
The interior quality also seems improved from the Gen-1 and has remained solid-feeling and rattle free with very little obvious wear and tear after 50,000 miles. The PCM-3 SatNav was a let-down as it still didn't allow for full postcode entry, but this has now been resolved with a big upgrade that I believe is still available from your local OPC for £150 + VAT.
Which brings me to the not-so-good bits. At under 5000 miles, the steering rack on the car 'failed' - it simply wouldn't self-centre out of right hand turns. Porsche replaced it under warranty and it appears it was a common fault. The car was then generally reliable until about 5000 miles ago at which point it started to become more and more uncontrollable over motorway dips and crests. A trip to Center Gravity led to my car being left with them for several weeks. The state of the suspension and steering was an absolute disaster:
1) The steering rack had to be replaced again - it was binding off centre, there was play in the pinion bearings and play in the rack guide bushes.
2) All 4 dampers were absolutely shot - this only showed-up when they were put on Bilstein UK's test rig that proved there was little or no low-frequency compression damping left. This was, of course, the reason for the car being all over the place on the motorway - long dips and crests require strong low frequency damping to control the car's body.
3) Both strut tops were starting to come apart.
4) Both steering bearings (under the strut tops) were full of water and rusty.
5) All 4 bump stops were perished and crumbling.
6) Both steering track rod ends were dry and sticking.
7) The camber and toe adjusters on the rear wouldn't 'nip-up' properly allowing the settings to move.
8) The rear springs had sagged slightly leading to a lower rear ride height and too little 'rake' on the car. (Solved by lowering the front - bit of lateral thinking)!
There was probably more, but this is one hell of a mess for a (then) 47000 mile car! OK it gets used very hard, but I would have expected some of these parts to last a little longer! Strangely, nearly all the affected parts are made by the same supplier for Porsche!
So, quite an expensive suspension refresh given the relatively sane mileage on the car. But one that's worked perfectly well - everything's now back to normal. In fact, the Bilstein B4 dampers that are now on the car are significantly better then the original dampers ever were, despite the B4s supposedly being the same spec (some claim even the same part) as OE. So an added bonus for my expense and trouble.
As a parting shot, I still prefer the immediacy, small-car feel, better steering and generally more 'raw' experience of the 997 over the 991, so maybe refreshing the old girl wasn't such a bad thing after all!
[Edited to add: I also prefer the perfectly-weighted, progressive feel of the 997's brakes, rather than the over-servoed, 'Audi' feel of the brakes in the 991].
Edited by Ian_UK1 on Monday 6th July 13:31
JackReacher said:
Thanks for taking the time to write that balanced view, quite an eye opener to some of the things that can go wrong on a relatively low mileage car. Very poor from Porsche that some of those components are not lasting. If you bought a used example from an OPC, would you expect those suspension bits to be looked at and replaced, would they be covered by an OPC warranty or would they count as wear and tear?
FYI ..Suspension parts can be covered but not all in my experience. Recently had worn front inboard track rod ( the one inside steering rack bellows ) replaced under warrenty. Not a small job as subframe had to be lowered to fit and car then realigned. Conversely a broken rear spring ( sheared through with no sign of corrosion weakening ) had to be paid for ( in pairs ) at £600 fitted. Not sure how OPC decide which suspension parts are covered but conversations with my OPC tells me Porsche is very strict with dealers re what's coverd by warrenty claims. I have a 997.2S, dont buy the standard Carrera version....surely the price differential is more than mitigated by the non financial fun you will have and the inevitable depreciation you will suffer! I imagine a 45bhp reduction in power will be noticeable!
I went for manual, for the reasons flagged by Ian above.
Mine is 2009, it was an everyday low miler and is now a weekend toy. Its got 26k miles and so far to date, no issues! I am aware the air con radiator in the front passenger side is leaking, but frankly not that bothered and will replace at some point. The rear lights had some water leakage, easily fixed with a few holes drilled into the bottom of the light unit.
Great car, engine is very very impressive....Michelin Pilot Super Sports, really enhanced the driving experience. There is a reason they hold their value over the 997.1 and 991, just go for it! As a 996 owner, its a significant upgrade and in summary not too many issues to worry about, at least no major failures identified.
I went for manual, for the reasons flagged by Ian above.
Mine is 2009, it was an everyday low miler and is now a weekend toy. Its got 26k miles and so far to date, no issues! I am aware the air con radiator in the front passenger side is leaking, but frankly not that bothered and will replace at some point. The rear lights had some water leakage, easily fixed with a few holes drilled into the bottom of the light unit.
Great car, engine is very very impressive....Michelin Pilot Super Sports, really enhanced the driving experience. There is a reason they hold their value over the 997.1 and 991, just go for it! As a 996 owner, its a significant upgrade and in summary not too many issues to worry about, at least no major failures identified.
997.2 S with 27k miles on it. Bought OPC two years ago at 13k miles. I ran it with warranty for two years and then was so disillusioned with the standard of work by OPC that I didn't renew the warranty and will have it serviced by a good indie. Under warranty then:
- new rear lights (filled with water)
- fixed intermittent fault in central locking
- new front trailing arms (worn joints)
- new tandem pump (spotted by indie, not OPC, just before it corroded through) - this is becoming increasingly common
- minor coolant hose leak fixed (and OPC left a damn great airlock in the system, which stranded me 10 miles later)
When I got mine, oil consumption was about .5l/000 miles (half what Porsche regard as tolerable) but appears to be falling.
Best car I've ever owned. And I'll echo other posters' comments about PDK vs manual and about 997.2 vs 991 - I've driven all combinations, road and track and, for sheer enjoyment and engagement, I don't think you can beat a 997.2 manual (except with a 997.2 GT3). If you do go for the manual, get the short-shift kit (SSK) fitted - it's not expensive and makes all the difference.
- new rear lights (filled with water)
- fixed intermittent fault in central locking
- new front trailing arms (worn joints)
- new tandem pump (spotted by indie, not OPC, just before it corroded through) - this is becoming increasingly common
- minor coolant hose leak fixed (and OPC left a damn great airlock in the system, which stranded me 10 miles later)
When I got mine, oil consumption was about .5l/000 miles (half what Porsche regard as tolerable) but appears to be falling.
Best car I've ever owned. And I'll echo other posters' comments about PDK vs manual and about 997.2 vs 991 - I've driven all combinations, road and track and, for sheer enjoyment and engagement, I don't think you can beat a 997.2 manual (except with a 997.2 GT3). If you do go for the manual, get the short-shift kit (SSK) fitted - it's not expensive and makes all the difference.
anonymous said:
[redacted]
Do you think the 3.4 in the Cayman will 'zing' more than the 3.6 in the 911?Reason I say, I'd quite like a back to basics 997 however given the marginal power difference over my current 3.4 Cayman I may as well go for the S. Especially if the 3.6 will rev slower anyway.
anonymous said:
[redacted]
This^^ - and that also applies to PDK/manual.Got my 3.6 997.2 in 2011 with 13.5K miles, it's just finished a 600 mile journey from France and rolled over 66K miles on the clock - and it still sounds fine - it does as another poster said take oil - around 0.6l / 1,000 miles.
A really great fun car with very enjoyable performance and a more accomplished car than I am as a driver.
A few niggles with it (I suppose like most):
High Pressure Fuel Pump failed (covered by recall)
Lambda sensor failed - warranty
Passenger door lock failed - warranty
Battery failed (not warranty - but Porsche assist did the running around to fix it)
Top suspension mounts (warranty this month).
Wish I'd thought to claim the LED lights on warranty (drat).
I see many mixed feelings about the warranty - I personally like it (while it lasts) - and Porsche Assist did manage to get my key out the boot for me which I'd managed to lock in...
I have a 997s gen 2
Few little issues just make sure you have a Porsche warranty otherwise the little issues can add up pretty fast!
My advise would be try and stretch your budget by another 5k and you will be able to pick up
a good spec, low mileage car for 45k with a Porsche warranty .
Few little issues just make sure you have a Porsche warranty otherwise the little issues can add up pretty fast!
My advise would be try and stretch your budget by another 5k and you will be able to pick up
a good spec, low mileage car for 45k with a Porsche warranty .
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