strut tower failure
#211
Here is one example of a few similar situations I have seen in the past year. A close friend just went through the following about 5 months ago. His brand new R8 V10 Sport (approx $200K sticker IIRC) was t-boned at an intersection when the other driver ran the red light. Repairs estimate was in the $50K range (repair cost of approximately 30% of market value). Insurance company totaled the car as the salvage value plus repair costs exceeded the market value.
So it will depend on how your carrier wants to treat the situation, but there is a good chance that if the salvage value is high the carrier will total the car. Sorry to be the bearer of this news.
Joe - regarding your question about the suspension components, maybe a call to someone like John at BGB will get you an answer (?). Looking to the guys that spend time replacing parts, tuning and racing the cars is always a good source of data. The dealership techs/managers rarely get into the component repairs these days.
#212
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From: On a pygmy pony over by the dental floss bush
Hopefully someone who has removed the OEM struts to upgrade them with aftermarket units has an OEM part laying around that could be examined to confirm. Even if one isn't visible outside the shock, is it possible there is some type of small spring or bump stop internal to the shock tube assembly for when the piston reaches end of travel?
#214
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From: On a pygmy pony over by the dental floss bush
Thanks for those photos. I see no bump stop. And the stud passes through the monoball camber plate until the shoulder of the stud contacts the monoball metal-to-metal, I assume. So....unless there is something internal, there appears to be no bump stop. This applies same way to GT3 parts. I wonder when both cars are at design target ride height (GT3 and GT4) if the shock is at the same compressed position and therefore has the same travel to hit bottom? Spring rates are different.
#215
Thanks all, I am appealing to my PNA contact to fight for me against that
decision. As your helpful posts have said, this can't be normal. There are
common cases of a big-wheel, low-tire car getting a dented wheel, but it
is unheard-of that a full quarter of the chassis self-destructs with a bump
or pothole that dents the wheel so minorly that the experts had to take it
to a machine to detect it.
decision. As your helpful posts have said, this can't be normal. There are
common cases of a big-wheel, low-tire car getting a dented wheel, but it
is unheard-of that a full quarter of the chassis self-destructs with a bump
or pothole that dents the wheel so minorly that the experts had to take it
to a machine to detect it.
#216
Inverted monotube shocks have 'internal bumpstops.' Instead of a hard stop, modern designs use elastomers. Porsche has been using different types of elastomers for awhile now, they act more like a progressive-hard-spring - hence they are commonly referred to as 'secondary springs' in the PET parts catalog.
In case of the GT4/GT3 inverted monotube design, they are located internally at the bottom, like the following.
In case of the GT4/GT3 inverted monotube design, they are located internally at the bottom, like the following.
#217
Thanks all, I am appealing to my PNA contact to fight for me against that
decision. As your helpful posts have said, this can't be normal. There are
common cases of a big-wheel, low-tire car getting a dented wheel, but it
is unheard-of that a full quarter of the chassis self-destructs with a bump
or pothole that dents the wheel so minorly that the experts had to take it
to a machine to detect it.
decision. As your helpful posts have said, this can't be normal. There are
common cases of a big-wheel, low-tire car getting a dented wheel, but it
is unheard-of that a full quarter of the chassis self-destructs with a bump
or pothole that dents the wheel so minorly that the experts had to take it
to a machine to detect it.
#218
Yes, you should fight this.
The wheel/tire should have been completed destroyed to generate enough forces to essentially break the chassis.
As many, many veterans have noted we have never seen this failure on any previous chassis (997 and below...)
If the 'strut tower' has a part number we should keep track of it. A sudden revision/supercede would provide a clue about Porsche's awareness.
The wheel/tire should have been completed destroyed to generate enough forces to essentially break the chassis.
As many, many veterans have noted we have never seen this failure on any previous chassis (997 and below...)
If the 'strut tower' has a part number we should keep track of it. A sudden revision/supercede would provide a clue about Porsche's awareness.
Thanks all, I am appealing to my PNA contact to fight for me against that
decision. As your helpful posts have said, this can't be normal. There are
common cases of a big-wheel, low-tire car getting a dented wheel, but it
is unheard-of that a full quarter of the chassis self-destructs with a bump
or pothole that dents the wheel so minorly that the experts had to take it
to a machine to detect it.
decision. As your helpful posts have said, this can't be normal. There are
common cases of a big-wheel, low-tire car getting a dented wheel, but it
is unheard-of that a full quarter of the chassis self-destructs with a bump
or pothole that dents the wheel so minorly that the experts had to take it
to a machine to detect it.
#220
Inverted monotube shocks have 'internal bumpstops.' Instead of a hard stop, modern designs use elastomers. Porsche has been using different types of elastomers for awhile now, they act more like a progressive-hard-spring - hence they are commonly referred to as 'secondary springs' in the PET parts catalog.
In case of the GT4/GT3 inverted monotube design, they are located internally at the bottom, like the following.
In case of the GT4/GT3 inverted monotube design, they are located internally at the bottom, like the following.
#221
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Joined: Nov 2007
Posts: 96
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From: Québec, Quebekistan, Magic Kingdom of Trudeauland
Thanks all, I am appealing to my PNA contact to fight for me against that
decision. As your helpful posts have said, this can't be normal. There are
common cases of a big-wheel, low-tire car getting a dented wheel, but it
is unheard-of that a full quarter of the chassis self-destructs with a bump
or pothole that dents the wheel so minorly that the experts had to take it
to a machine to detect it.
decision. As your helpful posts have said, this can't be normal. There are
common cases of a big-wheel, low-tire car getting a dented wheel, but it
is unheard-of that a full quarter of the chassis self-destructs with a bump
or pothole that dents the wheel so minorly that the experts had to take it
to a machine to detect it.
#224
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Joined: Jan 2016
Posts: 3,309
Likes: 621
From: On a pygmy pony over by the dental floss bush
Inverted monotube shocks have 'internal bumpstops.' Instead of a hard stop, modern designs use elastomers. Porsche has been using different types of elastomers for awhile now, they act more like a progressive-hard-spring - hence they are commonly referred to as 'secondary springs' in the PET parts catalog.
In case of the GT4/GT3 inverted monotube design, they are located internally at the bottom, like the following.
In case of the GT4/GT3 inverted monotube design, they are located internally at the bottom, like the following.
Can I get a confirmation that this is the only Cayman without a bumpstop? I ambeseeching my PNA rep to fight for me on this. The bodyshop guy says the car has a 'high salvage value' so insurance might 'total' it, rather than pay for the entire front of the car to be disassembled. Literally the dashboard and windscreen have to come out to replace essentially a full quarter of the chassis, and my 3500-mile, never tracked dream car could be gone forever. It's 4:15AM on Sunday, and I can't sleep.
Last edited by okie981; 12-13-2016 at 07:57 AM.
#225
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Posts: 3,309
Likes: 621
From: On a pygmy pony over by the dental floss bush
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