No, not on my car. But a NoVA gang member with a '95 C2 had a bad DMF. He's not a Rennlister, so I'll try to post some photos later when he emails them to me. Anyway, job was not too bad. He prepped the car Sat. night by removing mufflers, rear sway bar, cross member, toe arms, heater blower, a/c compressor and air box. I showed up yesterday about 9:00am and by about noon, after a few beer breaks, we had the engine and tranny out. Not a bad job at all. In fact, in some ways, it was even easier than dropping engines on older 911's, which I've done plenty of times. It sure helps to have two floot jacks and a motorcycle jack. We had to take the starter off to get past the passenger side CV. And that tranny mount cross member that connects inside the tunnel was b!tch to get undone. But otherwise, it was not a bad job at all.

Separating tranny was a tad difficult, as the fork cross-shaft was stuck. How do these things come out? On older G50's, the end piece had a tab on it, which is easy to pry out. With the G50/20, we had to use an L-shaped allen wrench and tap out the shaft from the passenger side. WTF? Anyway, DMF had a good inch or so of play, so it was begging for replacment. Any ideas on what we need for updated parts, besides clutch kit and new flywheel? Is an updated guide tube needed? How about a new fork and shaft WITHOUT needle bearings? Didn't Porsche learn their lesson with these back in 1987-88? Why are they back in the 993's?

Anyway, it felt good to have another engine drop under my belt and know that the 993's are not that tough to handle. I wonder if V-ram engines are any more difficult to get out. I think my oil consumption is going up and am itching to tear my engine down.

 

Once you took off the metal tab holding in the shaft, you can thread in a small hex bolt into the shaft at the exposed end and simply pull it straight out. Installation is also easier with the bolt attached

Sounds like you are having fun...

Good Luck
Bob

 

Bob, I didn't see any hole in the end of the shaft for inserting anything. Closest this to a hole was the dimple left from my pounding it with a drift (albeit, in the wrong direction). Engine had been out twice before, so maybe the previous wrenchers did something shady. It was pure luck that that shaft came out. On the old G50's, those metal tabs were connected to the shafts, so they came out much more easily.

 

Richard,

What do you mean that the DMF had an inch or so of play? Like that you could move the 'inner' mass against the 'outer' mass by hand 1" (when measured laterally at the edge)? As I understood, they're supposed to move like that. What's the spec?

Chris.

 

Yes, Chris, that's what it was. Jim said it was making a lot ticking noise and shifting poorly too. Boomer at Autotherapy told me that an inch of play is excessive and Jim's had at least that. Don't know the factory spec. I'll be getting a LWF before I have this problem though.

 

So you didn't talk your buddy into a LWF? The stock clutch kit plus the DMF is way expensive.

On another note, I'd love to hear what all new stuff feels like. I've stalled my 993 a few times on first gear take off because of the on-offness of my clutch. I've always wondered if brand new everything feels the same way.

Chris.

 

Chris, we were talking about you yesterday and were gonna call, but I don't have your number anymore. We were stumped by that fork shaft. You know Jim. His car is almost the same as yours. I think he's gonna sell it soon, so he doesn't want to pour money into it, but it needed a flywheel. Don't worry, you can drive my car when I put the LWF and RS package in there.

 

I'd be happy to help get it back together or anything in the meantime. I'll PM you my cell number. That fork shaft is a bear -- and I did it with the engine in!

Chris.

 

Like Rick said, it wasn't too big a deal to drop the 993 lump. Only a couple of small surprises not covered in my workshop manual. To Kim's comment, we found precious little documentation on that shaft in the workshop manual. The factory procedure doesn't even mentioning pulling it out to separate the transaxle from the engine! Amazing. Since the drop on Sunday, I found another source that mentioned using that threaded hole and a slide hammer to pull the shaft out from the access cover on the driver's side of the transaxle.

DMF will be replaced with another. I couldn't pass up a new in the box DMF for $300. Otherwise it would've been refitted with a LWF. C'est la vie.

Oh yeah, about that shaft and the guide tube, are they to be replaced with updated parts, or was that only a '87-'89 Carrera issue? Thanks!

 

Jim, I didn't know you ran with the Rennlist crowd. Here's the obligatory shot of Jim.

 

Here it is coming out.

 

Flywheel bolts coming off.

 

YOu don't have to scare them right off the bat, RL!

 

The hired help.

 

Gratuitous shot of my car with engine IN.