Next job, I started to reseal the gearbox with the reseal kit from Porsche.

I change the left side output shaft seal, according to the manual there is a stop, but posts on rennlist and elsewhere suggest there isn't and to push the seal in to a depth of 6/7mm. My seal would only go to a depth of 6/7mm, I then put some general purpose grease on the inside of the seal as instructed in the WSM.

http://i.imgur.com/2CAkenyl.jpg

Next up was the selector shaft seal (although I don't think it was leaking and probably could have left it). First off you need to remove the reverse lockout spring from the top of the gearbox. Then you can remove the selector shaft cover and slide the entire assembly out. The seal was quite hard to pry out but did eventually succumb.

http://i.imgur.com/bBUFHjsl.jpg

New seal inserted, shaft lubed up with gearbox oil, new paper gaskets for the cover and lockout bolt.

http://i.imgur.com/RF2Sxrxl.jpg http://i.imgur.com/k7Rhs7Pl.jpg

Next up remove the diff cover and inspect for damage, will also be cleaning the magnets on the cover, pump strainer, and possibly dismantling and cleaning the pump itself (think I may have to do so to clean the strainer anyway). I will then need to measure the drive with a dial indicator to select the correct thickness gasket for the oil pump cover (there are 2 thicknesses available). Diff looked OK to my untrained eye, lots of furry metal bits on the magnets which I guess is to be expected at over 200k miles. No debris at the bottom of the box thankfully.

http://i.imgur.com/fUsGVtgl.jpg

http://i.imgur.com/R4PqkFZl.jpg http://i.imgur.com/esI2wWJl.jpg

I've parked the gearbox work for a few days whilst I measure the play in my turbocharger before I send it down to Turbo Dynamics.

End play was within spec (0.08-0.105mm vs 0.16 max) but the radial play was about twice what is allowed in the WSM (0.73mm vs 0.42mm max).

You may have noticed my fancy dial indicator stand, it is a copy of the VW 387 tool which I was able to obtain from Bartek Motorsport in Germany.

http://i.imgur.com/4MSRKdxl.jpg http://i.imgur.com/ImCv9wRl.jpg

Finally I made an error late one evening, thinking I had found the deal of the century on a full set of crankshaft bearings from Autodoc for around £70 [img]data:image/gif;base64,R0lGODlhAQABAIAAAAAAAP///yH5BAEAAAAALAAAAAABAAEAAAIBRAA7[/img]

When they arrived the packet looked right with a picture of crankshaft bearings, but the part number and contents gave the game away! I've ordered some ACL Race Rod Bearings so I will hang on to these for now (just in case) and have the extended return period (200 days).

http://i.imgur.com/RlmbzU1l.jpg

Lastly a new standard (2.5 bar) fuel pressure regulator from URO with the slip on hose fitting (my existing one has the threaded fitting) and a full set of seals for my front brembos.

http://i.imgur.com/MDJfJyTl.jpg

Pistons arrived from Mahle Motorsport (via Design 911 - with the 10% PCGB discount), production date is 23rd January 2003! I hadn't even purchased my 944 Turbo then, was still on my first Porsche 944, a 1988 2.5 NA (also black).

They have a black phosphate coating (supposedly to control heat) and the Mahle Ferroprint skirt coating for alusil applications.

http://i.imgur.com/zfPMHSVl.jpg http://i.imgur.com/O1SguA9l.jpg



http://i.imgur.com/NnGhsBbl.jpg http://i.imgur.com/xkDvaxEl.jpg


I finally got the right set of crankshaft bearings from Kfz-Kauert in Germany (they sell on ebay and have their own webshop) for a bargain price of 176 euros. This was way cheaper than I'd seen them anywhere else. I still *might* have to get the different size thrust bearing depending on the analysis of my crankshafts by the machine shop (they are only available from Porsche and silly money).

http://i.imgur.com/xDrfVsdl.jpg

Collected a bag full of nuts, bolts, washers, and other larger items from the electroplater! Then I spent several hours, split over consecutive days, sorting through them with the notes I'd made and putting them into labelled bags ready for reassembly.

http://i.imgur.com/Rq6L1nil.jpg

Progressing along nicely with the gearbox reseal, I replaced the input shaft seal (again) this time using a piece of plastic waste pipe of the correct diameter (30mm?) to gently tap the seal into place.

http://i.imgur.com/lyP2fEsl.jpg http://i.imgur.com/Vl3jPMIl.jpg

The oil pump has been thoroughly cleaned and reassembled with a fresh 0.20mm gasket. Next job was to measure the end play of the pump, the WSM gives a figure of 0.05mm + 0.1mm. I got a repeatable figure of 0.09mm so well within spec. Gaskets are available in 0.15mm and 0.20mm, the 0.15mm would have been too small taking the end play down to 0.04mm.

http://i.imgur.com/8obLIsll.jpg http://i.imgur.com/KAMbLh3l.jpg


http://i.imgur.com/tfFNmahl.jpg http://i.imgur.com/zLNEW0Gl.jpg

Used some Permatex Form a Gasket No.3 on both sides of the paper gasket (we don't want any leaks). All torqued up to 8Nm.

A new output shaft seal is already installed, just need to reinstall the magnet and seal the side cover back in place with Loctite 574.

Whilst waiting on other bits I've taken the time to remove the intercooler and also clean the engine bay.

BEFORE

http://i.imgur.com/CsBaFZ7l.jpg

AFTER

http://i.imgur.com/baH4RG2l.jpg

Will get the cross member and steering rack cleaned up separately. Couple of patches of surface rust to attend to, on the wheel arch where the coolant tank has rubbed on the paint and at the front under the intercooler. Will deal with those when the car is back in the garage, and I can properly mask it up to avoid overspray.