Who has 100k and NO top end rebuild??
11-03-2009, 12:58 AM
#62
Addicted Specialist
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Rich definitely wins!
My 95 daily ride has about 125K miles and consumes about 1qt every 2000-2500 miles. Engine never cracked open. Clutch was replaced (along with plug wires, valve cover gaskets, etc...) and she is as strong as ever, as solid/fast now as it was at 50K when I bought her. Unbelieveable car.
Edward
My 95 daily ride has about 125K miles and consumes about 1qt every 2000-2500 miles. Engine never cracked open. Clutch was replaced (along with plug wires, valve cover gaskets, etc...) and she is as strong as ever, as solid/fast now as it was at 50K when I bought her. Unbelieveable car.
Edward
11-03-2009, 09:39 AM
#66
Race Car
As for power loss, it's hard to tell because I haven't driven a fresh 993 NA. However, last night a guy in a brand new Infinity G37 Coupe (great looking car BTW) tried to drag race me (in my 138,800 mile C2.) He had me at first because I didn't know we were racing until he floored it halfway through 1st gear. My car has had no motor work whatsoever. It wasn't even close. I only took it up to about 65MPH, and he was already well over a car length behind.
I was surprised.
11-03-2009, 03:02 PM
#67
R.I.P
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Rennlist Member
As for power loss, it's hard to tell because I haven't driven a fresh 993 NA. However, last night a guy in a brand new Infinity G37 Coupe (great looking car BTW) tried to drag race me (in my 138,800 mile C2.) He had me at first because I didn't know we were racing until he floored it halfway through 1st gear. My car has had no motor work whatsoever. It wasn't even close. I only took it up to about 65MPH, and he was already well over a car length behind.
I was surprised.
I was surprised.
I had an '04 350Z roadster that I kept for 25k miles. It was nothing like my aged 993. I've had 2 brand new 993s. I bought my first one January 1995 and traded it (along with an '89 silver anniversary cab) for my current one. I thought that the varioram (introduced in the '96s) brought the top end to life in the 993s. I haven't noticed much, if any power loss. Years ago (I think in '98 or '99) I was cruising up I95 in VA and MD with a 993tt. He would run from me like I was standing still. When I hit the lottery I'm getting one. 
Nice pics.
11-04-2009, 09:40 AM
#71
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Geez. The car is IRIS BLUE. THe snow moustache is from driving in a snowstorm for 3 hours through the Appalachian mountains. Blizzaks rule!
I'm burning a quart every 4-5K. I change the oil every 15K. I believe that a proper warmup is the key and it helps that I've been the only driver. Looking foward to 300K.
I'm burning a quart every 4-5K. I change the oil every 15K. I believe that a proper warmup is the key and it helps that I've been the only driver. Looking foward to 300K.
11-04-2009, 01:02 PM
#72
Rennlist Member
Now from a different perspective. Who here has disassembled an engine with anywhere from 60K on up. How'd those valve guides look? I guaranf_____gtee you that if changing out guides was as easy as swapping brake pads, they would be upgraded as a matter of course. But they aren't. And honestly, outside of competitive use (and smog check/registration issues), the top ends should be good into the 150-175K range.
Personally, the newest engine I've had the occasion to disassemble had about 15K on it. Upon inspection by Jerry Woods and Bruce Anderson (when Garretson was around), everything needed to be replaced. Highest miler was a near-200K 2.7L survivor. It really didn't look that bad!
As I've stated here a few time previous, the reason we didn't have this concern in the '70's-mid'-90's is that you'd puke a chain tensioner anywhere from 15K-60K and you'd be in there having to do the heads. And yes, you didn't just replace one cylinder's worth of stuff and get the car back on the road. There was absolutely measurable guide wear, and usually stem taper on the intakes. So you'd do the whole set of heads with phosphorus bronze guides, slap new tensioners on (or update once those came out), and have your customer cross his fingers.........
Personally, the newest engine I've had the occasion to disassemble had about 15K on it. Upon inspection by Jerry Woods and Bruce Anderson (when Garretson was around), everything needed to be replaced. Highest miler was a near-200K 2.7L survivor. It really didn't look that bad!
As I've stated here a few time previous, the reason we didn't have this concern in the '70's-mid'-90's is that you'd puke a chain tensioner anywhere from 15K-60K and you'd be in there having to do the heads. And yes, you didn't just replace one cylinder's worth of stuff and get the car back on the road. There was absolutely measurable guide wear, and usually stem taper on the intakes. So you'd do the whole set of heads with phosphorus bronze guides, slap new tensioners on (or update once those came out), and have your customer cross his fingers.........
11-04-2009, 01:44 PM
#73
Rennlist Member
Almost 89K miles and my oil consumption is a qt every 2700 miles, attributable entirely to upper and lower valve cover leaks...of course, the previous owner could have done an undocumented top end rebuild before 57k (when I got the car). Either way, I'm in good shape so far.
11-04-2009, 03:57 PM
#74
Three Wheelin'
100,100 and no top end. Oil usage is less than 1qt at per 2,000 miles, but that includes a small leak in the timing chain cover. Power feels strong, especially in the upper rpm range.
