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2009 Coupe Base, heavy highway miles this round with extended Italian runs.
That's a fine report but I'd go to 5,000 mile changes to prevent the oil from becoming this acidic. That will also likely lift the Zinc and Phosphorous numbers too, which would be a good thing.
Awesome thread. Really appreciate the expertise being shared here.
I bought my 06 997.1 C4S Cabriolet July 2020 w/ 37k miles and drove it pretty much the way it’s supposed to be driven (thanks to Charles and Jake and all the other folks that shared their knowledge with the community). So the shortest drive I take is probably 10-15 miles and I don’t “drive” it until it’s warmed up. It probably took a few weeks of ownership to learn this so any differences between the 2 used oil samples may be due to differences in driving patterns between the two samples.
I’m not sure what oil was in the car before I changed the oil so the first sample is “mystery” oil AFAIK. I’ve since been using Driven DT40 (again thanks RLers) and I made the first change right at the 5k mile interval (based on CarFax data). Not sure how accurate the CarFax is, so take that for what it’s worth. The second oil change was done at 4.5k miles and right before I took it for a long road trip. Will probably have another set of data to post w/ the DT40 soon as I am approaching 4K miles since the last change. I don’t recall exactly but my Indy may have added a fuel additive to the gas tank after the first oil change. Have records and can check if it is relevant.
I bought it on a bit of an impulse. Health issues made me rethink priorities as I wasn’t sure how long I had left at the time, I still don’t know but the thing that gets me in the end is not likely going to be the thing that I was worried about at the time. So I admit I had never even heard of a PPI (or BoreScoring for that matter). I was aware of the IMS and that’s why I drew that line at the 06 MY. I subsequently learned a lot more and had my Indy do P(ost)PI and that only turned up some deferred maintenance (plugs, belts, trans and brake fluids, bump stops) and some things that hadn’t been fixed correctly but that were not a huge deal (expansion tank after some work on the rear fender, shift cable rigged w/ a bungy as the original loop was broken).
So all in all, I have decent level of comfort that the car is solid. I’ve been doing the UOAs for peace of mind and to also put myself in a position to identify and mitigate any early indications of issues. I thought about moving to a 997.2 but in the end figured the difference in price was in the neighborhood of the cost of a rebuild so why spend the $’s now? If it ever happens Jake will be getting a call from me and I’ll be looking a 4.0L rebuild!
I also installed Charles’s spin on oil filter adapter and magnetic plug (on first change) and the low temp thermostat before the second change (another potential major difference between the samples).
Anyway, I sincerely appreciate if folks speak up if they see anything I should be concerned about. I’ve queued up Jake’s 4 sessions on YouTube (learned about those from post here on this thread) and should be a bit more knowledgeable about this stuff by the next oil change. I got a degree in Physics in the late 80’s and still remember one of my profs going on about how tribology was really complex and challenging area of physics (and he was a Quantum Physics guy!).
Cheers!
Last edited by 8KaboveMSL; 08-10-2021 at 01:03 PM.
Reason: Typos
New to me 2009 C2S coupe 86k miles. Not sure how concerned to be about my lead levels. I’ve had the car for less than a year. When the sample was taken it was running rich due to a cat problem. I replaced the headers (cats) with some fab speed headers with some spacers and everything is running great. The cat had to be replaced because of some additive being used by the PO that caused them to go bad (according to my indys analysis/ best guess). It really has been running great. Will be doing another one soon (before my track day in September.
Last edited by voidopolis; 08-13-2021 at 12:01 AM.
New to me 2009 C2S coupe 86k miles. Not sure how concerned to be about my lead levels. I’ve had the car for less than a year. When the sample was taken it was running rich due to a cat problem. I replaced the headers (cats) with some fab speed headers with some spacers and everything is running great. The cat had to be replaced because of some additive being used by the PO that caused them to go bad (according to my indys analysis/ best guess). It really has been running great. Will be doing another one soon (before my track day in September.
That's bizarre and the highest lead level I've ever seen. Usually they're single digits.
I dont think ive seen anyone post Redline 0w-40 on this forum, but here's a UOA albeit short interval. I will say my engine seemed to run the quietest and smoothest with the Redline. Prior oil was LM 5w-40 and oldest is Mobil1 0w40.
I dont think ive seen anyone post Redline 0w-40 on this forum, but here's a UOA albeit short interval. I will say my engine seemed to run the quietest and smoothest with the Redline. Prior oil was LM 5w-40 and oldest is Mobil1 0w40.
I picked up my first Porsche in May of this year, a 2006 CS2 manual. I used this forum to do some research before the purchase and I've been all over this forum post purchase. The car had the oil changed, Castrol 5W40, a month or so prior to my purchased but I knew I wanted to switch to DT40 based on what I had learned here. Within 1000 miles of ownership, the DT40 went in. Because I did not do the suggested flush, I decided to change the oil after 3k miles and sent in a sample for analysis. I plan on 5k OCI moving forward.
One more from the road. Strong diff in the TAN/TBN without the extra 1K miles (Thx. Petza and Charles). The fuel spike is a little troubling tho.
Reduce the interval further - try 4,500 miles. We need the TAN and TBN closer yet and and also want the viscosity higher, but the lower viscosity could be a reflection of the fuel dilution. Keep a close eye on that.
Other than the low flashpoint and high fuel dilution (which go hand in hand), That's an excellent sample. I'm a huge fan of DI40 and have seen similar results from my past Macan and current Mercedes (both direct injected and turbocharged) running the same oil.
With low sulfur fuels, the TBN equaling the TAN as the point at which the oil should be changed isn't necessarily as important as it was before. The oxidation value for the oil is a more valid test now and what SPEEDiagnostix uses rather than TBN and TAN testing.
08-03-2021, 09:54 PM
