GlenL

A waste of time. It hides some surface of the sump but doesn't keep the oil in it during cornering or acceleration.

I've got one if anyone wants it. $1 plus shipping. PM me!

GlenL

You can pull 1.5g's for 6 seconds?

I've looked at the same analysis that Kevin is describing. It's pretty obvious, once you think about it, that the oil is forced away from the pick-up and out of the sump on hard acceleration and cornering. That shallow front sump is killing our engines!

I noted your description of making the last downshift near the apex. I've been working this into my driving style. I've liked the rear-bias of downshifting in the braking zone but it puts the RPMs high when cornering. I think that's bad for the engine. No proof but I've got the sample-of-1 bearings on my workbench.

mark kibort

Yes, its more than 4 at least, we have to look at the thunderhill turn 2 video again.

Back to shifting style, yes, you still get all the benifits of trail braking and effective increased rear brake bias when downshifting, its just the last downshift doest come into play, where I believe, its not really needed and you get better threashold braking as well. (Look at my entrance to turn 2 or the corkscrew ,and maily the corkscrew, where it is much more critical)
turn 6 (the kink) is a near redline compression brake, and drift, but there is no shift, so Im on the gas earlier than most other corners as you can see and hear from the video. the earlier there, the better, as it pays huge dividends up the hill. its a very difficult turn and over 15 years of going there, I still dont get it right all the time, but when I do, it sure feels good.

9x8

D'oh!

You replied right after I installed it and bolted everything back together.

Z

Besides that, there may be another reason not to install one. I know of one stroker motor track car that had it's GTS baffle break loose and get mangled up by the spinning crank. I also know of a different stock displacement track car which was found to have it's GTS baffle well on the way to also breaking loose when it's oil pan was removed for inspection. These instances weren't from the bolts securing the baffles coming loose. They were from the aluminum that the GTS baffles are made of tearing. The forces of the oil and windage acting on it were basically ripping it away from where it was bolted down to to oil pan.

9x8

Yea, I found references of that while searching - so I used a red threadlocker.
Should at least be safe from bolts coming loose.

Z

The bolts coming loose were not the issue. The bolts were all still secure and were still holding down small pieces of the GTS baffles that they went through.

ptuomov

A wild shot in the dark is that I think GTS was designed to run at a lower rpms than the GT/S4. Was this failure in a GT/S4 engine or in a GTS engine? If it was in a GT/S4 engine, then maybe the baffle saw rpms that it was not designed to see. Just a wild shot in the dark.

[EDIT: Never mind, it was a stroker engine. The rpm may still be relevant, but whether the engine was initially GTS or S4 probably not.]

Z

One of the failures was in a stroker engine, and the other one was in a 16v 4.7 liter engine.

Cheburator

You miss = the GTS has much lighter and stronger pistons and rods than the S4/GT engines, thus you can rev it higher. It is another question that Porsche deliberately "strangled" the engine to make it produce less horsepower than the flagship car - the 964 TT 3.6

GregBBRD

Yes, that web site needs some help. I've now got dozens of things for these cars...not just a couple.

The screens on the web site are the original design. The "new design" is pictured on Rob Edward's post. Basically the same function, I just redesigned them to support the screen completely.

I've got many sets of them made up, ready to go. They require a pan spacer....which requires a different starter.

mark kibort

but it is a stroker, (of a sort) so those components need to be stronger, though the stock stuff is pretty strong though. the point is, the GTS power curve doesnt really warrant any high rpm activity.

I dont know if they strangled the GTS,it was basically built on the S4 platform and I think the GTS cams are still better, yet no where near as good as the early 85 4valve set up.

again, porsche was pretty darn smart about this design. I would have a hard time replacing any of it, without someone else with even half as much racing miles as I have. If there was a bad windage problem, wouldnt I see some of the signs? I really have seen none.

stay stock, unless something really comes around that makes perfect sense.
those screens scare me, unless you really vent them in a way that doesnt impede oil return flow as Greg seems to have done.

-M

ptuomov

This may be true, I was just talking about the stock power curve and the stock rev limit. I am guessing that the baffle was designed to last with lower rpm.

(I think the GTS rods are weaker but lighter than S4/GT rods, but that's a minor detail.)

Vilhuer

I have used larger washers on five bolts on GTS baffle. It should help to keep it in one piece.

hacker-pschorr

I'm looking to add the screens, spacer accusump and cooler all at the same time. Neither of my 928's have any oil cooler right now.

I'm not looking forward to pulling two oil pans...... I guess I'm due for a rod bearing check.