If anybody ever tells you the 928 is hard to work on...
#16
Nordschleife Master
Interesting but I don't find the 928 to be hard to work on. Not as easy as old American classics to be sure. Hard to get to the clutch master and cam tower bolts but no really difficult problems. Easy clutch to work on. The suspension just unbolts.
It's electrical diagnosis and part availability and pricing that make it hard to repair. The wrenching isn't a problem.
It's electrical diagnosis and part availability and pricing that make it hard to repair. The wrenching isn't a problem.
#17
Rennlist Member
Found on the interweb (link):
"Sound was a major design and engineering focus," explained Wolfgang Hatz, Porsche's Main Board Member for Research and Development, who also heads VW Group's powertrain development.
At a recent technology workshop for the 2012 Carrera and Carrera S, Hatz and other Porsche engineers noted that creating a unique sound quality "between the engine and the tailpipe" has been a leading criterion for the 911 ever since the iconic sports car's 1963 debut. For the new Type 991 series (see http://www.sae.org/mags/aei/10167), the development team focused on “mechanical engine sounds characterized by high frequencies with tonal elements” together with low-frequency intake noises.
So significant is the 2012 car’s symphony as deemed by Porsche that the interplay between induction and exhaust was part of the car's design and engineering specification. Computer modeling mapping, as well as analysis of the configuration and dimensions of manifolds, pipework, catalytic converters, and mufflers, was carried out at the company’s Weissach Development Center.
The required sonic profile had to satisfy all possible operating states—from engine starting and idling (conveying power without disturbing the neighbors) to wide-open throttle on a racetrack. The goal was not only to deliver the aural “emotions” expected of a 911 but also to provide the driver with feedback about the car’s mechanical status while meeting Europe's 74 dB(A) drive-by noise requirements.
Electronically synthesized noise is not a Porsche solution, so the engineers developed a new Sound Symposer that is standard on both versions of the car. An acoustic channel picks up intake vibrations between the throttle valve and air filter and a membrane incorporated in the channel reinforces the vibrations and transmits them as an engine sound into the cabin. The system is driver activated or deactivated via a “Sport” button that controls a valve ahead of the membrane.
The result is a direct acoustic link between the cabin occupants and the engine, providing optimal transmission of the load-dependent sounds. The sound of gearshifts can also be enhanced.
The Sound Symposer incorporates a tunable Helmholtz resonator to achieve an harmonious sound pattern, damping out unpleasant noise occurring at around 5000 rpm.
If the Sound Symposer is deactivated, an aperture in the air filter housing still allows the basic engine and exhaust tones to be heard—"because we don’t want it to sound boring!” explained Dr. Bernhard Pfäfflin, General Manager of the Noise and Vibration Department.
At a recent technology workshop for the 2012 Carrera and Carrera S, Hatz and other Porsche engineers noted that creating a unique sound quality "between the engine and the tailpipe" has been a leading criterion for the 911 ever since the iconic sports car's 1963 debut. For the new Type 991 series (see http://www.sae.org/mags/aei/10167), the development team focused on “mechanical engine sounds characterized by high frequencies with tonal elements” together with low-frequency intake noises.
So significant is the 2012 car’s symphony as deemed by Porsche that the interplay between induction and exhaust was part of the car's design and engineering specification. Computer modeling mapping, as well as analysis of the configuration and dimensions of manifolds, pipework, catalytic converters, and mufflers, was carried out at the company’s Weissach Development Center.
The required sonic profile had to satisfy all possible operating states—from engine starting and idling (conveying power without disturbing the neighbors) to wide-open throttle on a racetrack. The goal was not only to deliver the aural “emotions” expected of a 911 but also to provide the driver with feedback about the car’s mechanical status while meeting Europe's 74 dB(A) drive-by noise requirements.
Electronically synthesized noise is not a Porsche solution, so the engineers developed a new Sound Symposer that is standard on both versions of the car. An acoustic channel picks up intake vibrations between the throttle valve and air filter and a membrane incorporated in the channel reinforces the vibrations and transmits them as an engine sound into the cabin. The system is driver activated or deactivated via a “Sport” button that controls a valve ahead of the membrane.
The result is a direct acoustic link between the cabin occupants and the engine, providing optimal transmission of the load-dependent sounds. The sound of gearshifts can also be enhanced.
The Sound Symposer incorporates a tunable Helmholtz resonator to achieve an harmonious sound pattern, damping out unpleasant noise occurring at around 5000 rpm.
If the Sound Symposer is deactivated, an aperture in the air filter housing still allows the basic engine and exhaust tones to be heard—"because we don’t want it to sound boring!” explained Dr. Bernhard Pfäfflin, General Manager of the Noise and Vibration Department.
#21
Three Wheelin'
#22
Rennlist Member
Good morning, I'd like to schedule an air filter change on my 991. I'll pay for it now as my significant other will pick up the car.
Yes sir, with parts, labor and tax that will come to $734.58, and that includes your prefered customer discount.
(I still want one!!!)
Yes sir, with parts, labor and tax that will come to $734.58, and that includes your prefered customer discount.
(I still want one!!!)
#23
Rennlist Member
That's just dumb. Imagine what it takes to change to plugs. Or a throttle position switch. I have heard that on some 930s you have to pull the motor to do the plugs, but this seems worse.
#24
Yes, I think it's just nuts to have a department specialized in creating sounds for your car.
But, I think the maintenance issue is just a general trend today. This isn't just a Porsche problem. I get so sick an tired of buying things I can't work on... Things that are either designed so that you can't fix them or designed without thought to general maintenance.
But, I think the maintenance issue is just a general trend today. This isn't just a Porsche problem. I get so sick an tired of buying things I can't work on... Things that are either designed so that you can't fix them or designed without thought to general maintenance.
#25
We just had a PNWR PCA tech session at our local Porsche dealer where we got to see the 991 on a lift. The service tech did mention that the filter is "not easy" to do..but he has it down to 30 to 45 minutes LOL....the entire underside of the 991 is flat...just like the previous year...except the panel now look like they have "fur" on them....I'm betting it's for the noise reduction... but in the long run can see those all caked up with road grime and adding like 100 lbs to the overall weight...
#27
Quick photo from google. This it the typical "service position" for most VW/Audi products any many other makes these days.
This is not a wrecked car, to access the belts the bumper cover, headlights, radiator and carrier l must come off.
This is not a wrecked car, to access the belts the bumper cover, headlights, radiator and carrier l must come off.
#28
Administrator - "Tyson"
Lifetime Rennlist
Member
Lifetime Rennlist
Member
Takes an experienced mechanic no time at all to remove the nose on an A6.
#29
Anyone that works on the Audis/VWs can do that whole front removal in under 1 hour. The guys that are really good..just loosen the connectors..and pull it back..just enough to work in the gap... (I recently had an indy to the tbelt/waterpump in my 03 Audi A4)...took around 4 hours start to finish..
#30
Under an hour? I can get the front of our A6 now in about 20min, less if I'm just pulling it back.
The video above was only 8 min long including some time driving it in.
So while it may look like a lot of work, it really is not that much to do.
Which also make SEM giggle a bit when I hear the 928 & 951 guys talk about how hard these cars are to work on. I've had much trickier cars to work on. The Porsches are pretty simple.
The video above was only 8 min long including some time driving it in.
So while it may look like a lot of work, it really is not that much to do.
Which also make SEM giggle a bit when I hear the 928 & 951 guys talk about how hard these cars are to work on. I've had much trickier cars to work on. The Porsches are pretty simple.