Slipstream - September 2010

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IF YOU WANT TO SEE WHAT THE REPAIR SHOP OF THE FUTURE WILL LOOK LIKE, DRIVE TO 6134 DENTON DRIVE From the moment you turn in from Denton Drive, youÕ ll start to notice the special details that makes AUTOSCOPE a car-friendly heaven. ItÕ s quite simply, the most incredible independent repair facility in the world It even has its own Race-Track Simulator and Side-By-Side, All- Wheel Dynos! www.autoscope.net Dallas-Park Cities 214-350-3050 . Plano 972-867-7467 . Dallas N/E 214-320-8280 18
Cliff’s Ramblings by Cliff Blackshear Once in a while something comes through the shop that gives me an unusual task to perform. Not long ago a 2010 GT3 entered the shop. It had very few miles on it and was for sale by another shop. It had already been in an original owner’s hands, and whoever that was, had sold it off. It came to us for an oil leak at flywheel/transmission bell housing area. I checked the history in the Porsche database and found that it was the third time for this complaint. Interesting. The car had nearly no miles on it. I don’t remember the exact number of miles now, but it was under 1000 miles on odometer. We had never had it in our shop prior to that day. Mark Cooper draws the repair and we discuss it at great length. I then contact Porsche for their perspective and see what they want us to do to get this cool car correct. Many GT3’s have been in our shop, as John always seems to be needed to get them track prepared for the various owners. We are used to seeing them with all kinds of track related needs, but pretty much never with mechanical issues. And absolutely none with repeat mechanical issues. These cars are bulletproof monsters. Yet this one was definitely leaking oil out of transmission/engine joint area. So I file a request with technical and ask “How do you want us to pursue this?” We know we want to pull the transmission and investigate, yet we want the factory guys involved all the way. So technical guys on our side of the pond respond and say they want PAG guys in Germany completely involved in this situation. This took a couple days of waiting to let everyone come to an agreement as to how to move forward. The main reason for the delay is Germany being so many hours ahead of us. The word comes back to pull the gearbox, take lots of high resolution photos before any cleaning, remove the flywheel seal with huge care and make certain no damage is done to the crankcase during removal then save the seal and do as little damage as possible during removal… Take more high-res pics after the seal was removed and its area A look after fifty miles... Just get it right cleaned. Followed by sending all photos over seas and stand by for further instructions. So we move forward. We find out that the seal is not correctly seated and at an incorrect depth. Seems like an easy fix to me, just implement a correct procedure! Porsche decides they want complete satisfaction that this is corrected for once and for all. Their correction was so “Porsche like!” I could tell serious engineers were involved in what we were directed to do. Mark spent about three hours polishing the crankshaft surface with a compound we had to track down along with a polishing cloth. Before polishing the surface area he measured crank endplay and run out. Next I forwarded data and found it was all spot on measurements. Next the seal was installed and the depth of the seal was set and measured to the .01mm variable depth tolerance in four places. Then a trace powder compound was sprayed on the entire area around the seal. Everything was then reassembled. Next my support in this effort is employed. Mark goes on to work on something else. I have to drive a 2010 GT3 25 miles. Let sit overnight and then drive another 25 miles. Then Mark has to remove the transmission and check trace powder areas for any lubrication intrusion. These late GT3’s have an inverted flywheel seal. The crankcase is under a slight negative pressure when running. This pulls the sealing lips tighter to the flywheel and helps oil removal thru the drain path inside the seal area. Considering the huge rev range of the engine, it is a really interesting way to keep the engine dry, and it works, if the car is driven as designed. If someone buys it, and lets it sit, it can have very miniscule seeps that accumulate and appear to be a problem. The only problem there is that engine is not being exercised. Buy one and put it on a pedestal in a garage and it’s not happy. But buy it and drive it and all is good, really good! We have been told that if you maverick this repair and go old school, the seal install will not leak. This might create a whistling noise due to negative pressure pulling at the sealing lip and cause it to slightly detach from the September 19
Page 1: http://mav.pca.org Upcoming Events
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