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997.1 GT3 v 987 Cayman S = maintenance and repair costs?

 
Old 04-22-2014, 06:19 PM
  #16  
Jlopez55
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Originally Posted by seapar View Post
Only expense to figure in is having coolant pipes welded/pinned as a prudent thing to do. Approx 3000-3500 dollars. Most impt in 996 and also prob 997.1 maybe/maybe not 997.2 gt3s
Is there an easy way to spot welded coolant pipes? Is this typically on tracked gt3s?

Is the general consensus that PCCBs are a detriment? If not, does it add any value compared to a gt3 with steel brakes?
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Old 04-22-2014, 06:58 PM
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Those whose pipes have been welded or pinned usually track their gt3s. But not all who track have done so. % is increasing but it depends. A must is a good Indy PPI by those who know gt3s. The seller should tell you if they are pinned/or welded. I have pictures of the process for my record keeping. Run water wetter if you are not having the pipes taken care of is what most advise.

Those with PCCBs and track frequently usually convert to steel and save the rotors for resale of the car. I still have my PCCBs and I am careful with pads and tapering. I don't change wheels which can damage the ceramic rotors and that is $$$. Prob doesn't add to resale IMO.
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Old 04-23-2014, 01:44 PM
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Default PCCB chips

I read on the forum that chips on the ceramic discs can require replacement. How severe of a chip would this be?

I looked at one gt3 with PCCBs and one disc had two small chips on the edge no larger than a grain of rice. Would something this small render the disc to eventual failure?

Thanks for the info guys!

Last edited by Jlopez55; 04-23-2014 at 05:54 PM.
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Old 04-23-2014, 03:00 PM
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Perfect way to put it.
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Old 04-23-2014, 03:31 PM
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Originally Posted by tcsracing1 View Post
From a street only car standpoint a 2006-2009 Cayman engine should be fine. But given their history why not play it safe and stick with the DFI cayman for both piece of mind and resale.

I have met too many 2006-2009 Cayman owners who have engine failures (on track). They have had to add alot of things to make them last however they do claim it can hold up well on the track if properly prepped. But it is so much easier to just stick with DFI.
You mean '06-'08, the '09 was the beginning of the 9A1 from the M97

If one goes back and researches the Cayman Interseries, Grand Am 9A1's and recent IT 9A1's,
it could be argued that the 9A1 is as reliable as Mezger reliability during the same period.
M97, by far, not so much.
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Old 04-23-2014, 09:06 PM
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Originally Posted by A432 View Post
You mean '06-'08, the '09 was the beginning of the 9A1 from the M97

If one goes back and researches the Cayman Interseries, Grand Am 9A1's and recent IT 9A1's,
it could be argued that the 9A1 is as reliable as Mezger reliability during the same period.
M97, by far, not so much.
My mistake? I though in 2009 Cayman and Boxster were M97 and only the Carreras had the new 9A1 for 2009.

The 9A1 has been indeed been very reliable. Daytona 24h proved it in the Caymans.
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Old 04-23-2014, 09:09 PM
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The last M97's were in '08.

What you might be confusing is the switch from Bosch and regular fuel injection to Siemens and DFI.
All '09's were 9A1's, but the 2.9 in the Boxster/Cayman remained Bosch and regular fuel injection.

While Daytona was a definite achievement, imho a fleet of 9A1's running multiple full seasons of Interseries/IT racing was very significant.
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Old 04-24-2014, 01:37 AM
  #23  
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Originally Posted by Jlopez55 View Post
I read on the forum that chips on the ceramic discs can require replacement. How severe of a chip would this be?

I looked at one gt3 with PCCBs and one disc had two small chips on the edge no larger than a grain of rice. Would something this small render the disc to eventual failure?

Thanks for the info guys!
There is an admin thread at the top of the 997GT3 forum here that has the topic of PCCBs. educational. Not sure you can "see"it unless you are a Rennlist member. My own expertise is limited so i rely on my Indy shop for advice.
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