Things I've learned while working on my car:

[Zenmervolt]

Originally posted by: notfred
What are you going to buy?

I'm looking at a highly alluring 1987 Porsche 924S that has almost 100,000 fewer miles than the old Accord. It's no competition for something like your 'Stang in the straight line but I love the way it corners. My only worry is RWD in the winter. Right now the 924S is pending an inspection by the family mechanic and an insurance quote by the family insurance agent. The 924 is reputed to be very reliable as long as the scheduled maintenance is done, however it's also widely reputed to be completely intolerant of ignored maintenance, doing Very Bad Things very quickly if maintenance is ignored.

But oh the way it drives... [Insert "content" emoticon here]

ZV

EDIT: This reminds me of another thing I've learned. Unless you know that you can afford it, never test drive a sports car "just for fun" because as soon as you test drive the car, you will fall in love with it.

 

[FrustratedUser]

You always drop a screw or nut in a place where you can not reach it.

<--- dropped a bit from a screwdriver into the intake (at the valve) during the intake manifoold change

 

[notfred]

Originally posted by: Zenmervolt

Originally posted by: notfred
What are you going to buy?

I'm looking at a highly alluring 1987 Porsche 924S that has almost 100,000 fewer miles than the old Accord. It's no competition for something like your 'Stang in the straight line but I love the way it corners. My only worry is RWD in the winter. Right now the 924S is pending an inspection by the family mechanic and an insurance quote by the family insurance agent. The 924 is reputed to be very reliable as long as the scheduled maintenance is done, however it's also widely reputed to be completely intolerant of ignored maintenance, doing Very Bad Things very quickly if maintenance is ignored.

But oh the way it drives... [Insert "content" emoticon here]

ZV

Isn't the S the turbo one?

 

[Zenmervolt]

Originally posted by: notfred

Originally posted by: Zenmervolt

Originally posted by: notfred
What are you going to buy?

I'm looking at a highly alluring 1987 Porsche 924S that has almost 100,000 fewer miles than the old Accord. It's no competition for something like your 'Stang in the straight line but I love the way it corners. My only worry is RWD in the winter. Right now the 924S is pending an inspection by the family mechanic and an insurance quote by the family insurance agent. The 924 is reputed to be very reliable as long as the scheduled maintenance is done, however it's also widely reputed to be completely intolerant of ignored maintenance, doing Very Bad Things very quickly if maintenance is ignored.

But oh the way it drives... [Insert "content" emoticon here]

ZV

Isn't the S the turbo one?

No, and yes. Depends on the year. In the late 1970's (original 924), there was a "Turbo S" version with ~150 hp (US-spec.). The US 924 was discontinued in 1982, being replaced by the 944. In 1987, Porsche introduced the 924S (no "turbo" designation). The 1987-1988 924S was a pre-1985.5 944 with 924 body panels, so the 924S had the 2.5 litre 150 hp non-turbo engine that was used in the 1983-1986 944, along with a 944 chassis. All Porsche turbo models have the word "turbo" somewhere in their designation (with the exception of the 959 and certain limited-production/homologation models). Sometimes the cars are designated simply "Turbo", sometimes "Turbo Carrera", and sometimes "Turbo S" (among other "turbo" designations).

So, to actually answer your question; no, the 1987-1988 924S is not a turbocharged model. On the other hand, the 1987-1988 924S has the same power as the US-spec 924 Turbo S. (Euro-spec 924 Turbo S models had 170 hp.)

ZV

 

[blahblah99]

1) You WILL get cuts and scratches on your hands.
2) You WILL bleed.
3) You WILL get so many cuts and scratches that after awhile you won't know your hands are bleeding.
4) You don't have the right tools.
5) You wish you had so and so tool to open up this nut/bolt
6) You wonder why the hell this bolt/nut is on so tight.
7) You drop nuts and bolts into the engine bay and it takes you the whole day to find it.


and lastly..............

8) YOU WILL END UP WITH SPARE PARTS, NUTS, AND BOLTS!

 

[dman]

When a problem can potentially be fixed by replacing a number of various parts, the easiest/cheapest to change part will NOT correct the problem. It will never be fixed until you get to the most expensive possible repair. That is, Unless you brought it somewhere to get fixed (because you just don't have time to prove that again) then the cheap part was the problem... but you still have to pay the minimum 1hr labor. :frown:

 

[notfred]

Originally posted by: Zenmervolt

Originally posted by: notfred

Originally posted by: Zenmervolt

Originally posted by: notfred
What are you going to buy?

I'm looking at a highly alluring 1987 Porsche 924S that has almost 100,000 fewer miles than the old Accord. It's no competition for something like your 'Stang in the straight line but I love the way it corners. My only worry is RWD in the winter. Right now the 924S is pending an inspection by the family mechanic and an insurance quote by the family insurance agent. The 924 is reputed to be very reliable as long as the scheduled maintenance is done, however it's also widely reputed to be completely intolerant of ignored maintenance, doing Very Bad Things very quickly if maintenance is ignored.

But oh the way it drives... [Insert "content" emoticon here]

ZV

Isn't the S the turbo one?

No, and yes. Depends on the year. In the late 1970's (original 924), there was a "Turbo S" version with ~150 hp (US-spec.). The US 924 was discontinued in 1982, being replaced by the 944. In 1987, Porsche introduced the 924S (no "turbo" designation). The 1987-1988 924S was a pre-1985.5 944 with 924 body panels, so the 924S had the 2.5 litre 150 hp non-turbo engine that was used in the 1983-1986 944, along with a 944 chassis. All Porsche turbo models have the word "turbo" somewhere in their designation (with the exception of the 959 and certain limited-production/homologation models). Sometimes the cars are designated simply "Turbo", sometimes "Turbo Carrera", and sometimes "Turbo S" (among other "turbo" designations).

So, to actually answer your question; no, the 1987-1988 924S is not a turbocharged model. On the other hand, the 1987-1988 924S has the same power as the US-spec 924 Turbo S. (Euro-spec 924 Turbo S models had 170 hp.)

ZV

Porsche has the most confusing model #s.

 

[b0mbrman]

Originally posted by: Tominator

Originally posted by: morkinva
The 15mm-long socket you desparately need is missing

I've got a dozen 15mm, it's the 12mm that keeps losing itself!

14mm for me

 

[BooneRebel]

Originally posted by: dman6666
When a problem can potentially be fixed by replacing a number of various parts, the easiest/cheapest to change part will NOT correct the problem. It will never be fixed until you get to the most expensive possible repair. That is, Unless you brought it somewhere to get fixed (because you just don't have time to prove that again) then the cheap part was the problem... but you still have to pay the minimum 1hr labor. :frown:

That just about nailed it.

When you do the work, you will replace the cheapest part first and it will eventually turn out to be the most expensive one that is faulty and must be replaced.

When someone else does the work, they will replace the most expensive one first and it will eventually turn out to be the cheapest part that is fault and must be replaced.

If you tired of working in cramped places replacing insanely expensive parts, get an old pickup. I replaced a fuel pump on a Chevy 1/2 ton last weekend. Cost me $14 and I could have held a PTA meeting in the engine bay while I was doing it.

 

[FrustratedUser]

Originally posted by: notfred

Originally posted by: Zenmervolt

Originally posted by: notfred

Originally posted by: Zenmervolt

Originally posted by: notfred
What are you going to buy?

I'm looking at a highly alluring 1987 Porsche 924S that has almost 100,000 fewer miles than the old Accord. It's no competition for something like your 'Stang in the straight line but I love the way it corners. My only worry is RWD in the winter. Right now the 924S is pending an inspection by the family mechanic and an insurance quote by the family insurance agent. The 924 is reputed to be very reliable as long as the scheduled maintenance is done, however it's also widely reputed to be completely intolerant of ignored maintenance, doing Very Bad Things very quickly if maintenance is ignored.

But oh the way it drives... [Insert "content" emoticon here]

ZV

I hope you know that the 924 engine comes from a 70's Volkswagen truck?

Isn't the S the turbo one?

No, and yes. Depends on the year. In the late 1970's (original 924), there was a "Turbo S" version with ~150 hp (US-spec.). The US 924 was discontinued in 1982, being replaced by the 944. In 1987, Porsche introduced the 924S (no "turbo" designation). The 1987-1988 924S was a pre-1985.5 944 with 924 body panels, so the 924S had the 2.5 litre 150 hp non-turbo engine that was used in the 1983-1986 944, along with a 944 chassis. All Porsche turbo models have the word "turbo" somewhere in their designation (with the exception of the 959 and certain limited-production/homologation models). Sometimes the cars are designated simply "Turbo", sometimes "Turbo Carrera", and sometimes "Turbo S" (among other "turbo" designations).

So, to actually answer your question; no, the 1987-1988 924S is not a turbocharged model. On the other hand, the 1987-1988 924S has the same power as the US-spec 924 Turbo S. (Euro-spec 924 Turbo S models had 170 hp.)

ZV

Porsche has the most confusing model #s.

 

[Zenmervolt]

I hope you know that the 924 engine comes from a 70's Volkswagen truck?

The original 924 engine was VW/Audi. The engine in the 924S (which is really a 944 with 924 body panels) is all Porsche, essentially the 2.5 litre engine in the 924S is half of the V8 from the 928. (Yes, the 924 and 924S differences are quite confusing.) The 924 and the 924S are completely different chassis/engine combinations. The only similarities are the bodywork and the interior trim.

I don't give a crap where the engine came from though. The engine in my 914 is from a VW bus and the 914 still out-handles just about anything else on the road. I buy cars that I like. I don't care what the badge on the hood says.

Regarding the cheap part/expensive part issue, I think that it's more of a "When more than one part may be causing the problem, the one that is causing the problem will always be the part that the last on your list to replace. If you start with the expensive part, the cheap part is the cause, and vice versa."

ZV

 

[StageLeft]

I like #5 the most.

You will not have all the required tools.

I made two freaking trips to walmart last sunday - changing a damn oil filter!

 

[vi edit]

My own thing I've learned: it always looks easier in the service book

 

[bunker]

You will at some point drain the oil to change it and find that your case of oil you thought was half full is empty. Then have to call a friend to drive you to <insert store name> to buy oil.

Repeat scenario above, this time not having a new filter.

 

[Evadman]

#1. You will try to remove the engine to tranny bolt, only to have the 17mm head round off instead of coming out with that breaker bar and 3' pieve of iron pipe extender. You will then proceed to get the dremmel and shave the bolt head down tot he size of the shaft so you can thread it. You will then find out that your 120 million piece tap and die set is missing one die, and it is the one you need. You will then use the closest std size instead of meteric only to find out that the store does not sell the std size bolt, only the metric. You will finaly get that bolt and a washer, only to find that the washer is too thick to fit. You will then get pissed off and tack weld the damn nut on to make sure it does not come off.

#2 Pep Boys will not ley you know when your S/O clutch comes in. They will tay it takes 3 weeks, then it will come in on the next truck. They will keep it for a week, then send it back assuming you paid $300 and decided to let them keep your money as a gift. You will get pissed off at the manager, yell and scream ( and maybe curse ) then get thrown out. You will call corporate, then finaly, 7 weeks later, get your damn clutch.

#3 You will find that machining your flywheel costs 3/4 the price of a new one.

#4 After replacing the computer, coils, and entire fuse pnl, you will find that the reason the plugs were nto firing was because one of the ground wires for the computer was intemittently geting stuck in the steering shaft u-joint, pulling the wires apart internaly, but it was not visable externaly.

 

[LAUST]

Originally posted by: dman6666
<-- LMAO at this thread.

I agree, this is what I come here for.. to pass the time with some good laughs

I don't know what it is but I have awesome luck with my current vehicle... the slotted time for install of my supercharger was 8-12 hours, I did it in 5 and felt I was taking my time cause I was double checking everything was bolted in tight, surfaces cleaned and wires zip tied and ends cut Now the 86 Pontiac 6000 I borrowed from my father (his winter BEATER) while I was doing a conversion on my 69 from lead to unlead, the deal was I had to replace the exhaust manifold gasket and a few other stupid parts... :| Is all I got to say about that car

 

[LAUST]

Originally posted by: blahblah99

and lastly..............

8) YOU WILL END UP WITH SPARE PARTS, NUTS, AND BOLTS!

Go to Sams Club/Costco and get Snack, Sandwich and Freezer size ziplock bags... that will never happen again

 

[Zenmervolt]

8) Replacing the accelerator cable on your 914, which looks so simple in the Haynes manual, will be an adventure in how to deal with rust-welds, improperly adjusted throttle butterflies, and pedal cluster dis-assembly.
9) The rachet that will fit into the area in which you are working will never provide enough leverage.
10) No matter how mechanically adept the previous owner was, he will have been completely ignorant of the benefits of "Never-Seize".
11) When you need the 13/16ths spark plug socket, you will pick the 5/8ths or metric spark plug socket.
12) Energy is always released in sudden, unexpected ways which are also nearly always dangerous to both you and any innocent bystanders. (eg, compressed springs suddenly releasing, that stubborn bolt finally coming loose which sends your entire forearm into, across and over everything that is both scalding hot and also sharp)
13) Tracing an electrical problem is only slightly less painful than that time you thought the iron was cool but it definitely wasn't.

ZV

 

[etech]

Whatever nice quiet calm day you pick to change the oil as soon as you get the drain plug out and oil going into your pan a gale force wind will pick up and blow the oil all over your driveway.

 

[AreaCode707]

Originally posted by: Zenmervolt

Originally posted by: notfred
What are you going to buy?

I'm looking at a highly alluring 1987 Porsche 924S...

My instant thought the moment I read the first post was, "Aaron, buy the Porsche."

Aaron, buy the Porsche.

 

[vi edit]

Oh another....

The weight of 7 quarts of oil shooing through a hole the size of a #2 pencil means that you need to adjust the oil pan accordingly.

DOH!

 

[Angrymarshmello]

Originally posted by: Zenmervolt
8) Replacing the accelerator cable on your 914, which looks so simple in the Haynes manual, will be an adventure in how to deal with rust-welds, improperly adjusted throttle butterflies, and pedal cluster dis-assembly.
9) The rachet that will fit into the area in which you are working will never provide enough leverage.
10) No matter how mechanically adept the previous owner was, he will have been completely ignorant of the benefits of "Never-Seize".
11) When you need the 13/16ths spark plug socket, you will pick the 5/8ths or metric spark plug socket.
12) Energy is always released in sudden, unexpected ways which are also nearly always dangerous to both you and any innocent bystanders. (eg, compressed springs suddenly releasing, that stubborn bolt finally coming loose which sends your entire forearm into, across and over everything that is both scalding hot and also sharp)
13) Tracing an electrical problem is only slightly less painful than that time you thought the iron was cool but it definitely wasn't.

ZV

#11 - The Gator Grip 0wns j00.

Well I've never used it but it sounds leet, always been tempted to buy it just for the hell of it

 

[Zenmervolt]

Originally posted by: RagingBITCH

Originally posted by: Zenmervolt
8) Replacing the accelerator cable on your 914, which looks so simple in the Haynes manual, will be an adventure in how to deal with rust-welds, improperly adjusted throttle butterflies, and pedal cluster dis-assembly.
9) The rachet that will fit into the area in which you are working will never provide enough leverage.
10) No matter how mechanically adept the previous owner was, he will have been completely ignorant of the benefits of "Never-Seize".
11) When you need the 13/16ths spark plug socket, you will pick the 5/8ths or metric spark plug socket.
12) Energy is always released in sudden, unexpected ways which are also nearly always dangerous to both you and any innocent bystanders. (eg, compressed springs suddenly releasing, that stubborn bolt finally coming loose which sends your entire forearm into, across and over everything that is both scalding hot and also sharp)
13) Tracing an electrical problem is only slightly less painful than that time you thought the iron was cool but it definitely wasn't.

ZV

#11 - The Gator Grip 0wns j00.

Well I've never used it but it sounds leet, always been tempted to buy it just for the hell of it

Gator Grip won't work for spark plugs, it's not a deep-well socket, and it doesn't have the rubber insert of a proper spark plug socket. (The insert protects the ceramic.)

ZV

 

When you do the work, you will replace the cheapest part first and it will eventually turn out to be the most expensive one that is faulty and must be replaced.

When someone else does the work, they will replace the most expensive one first and it will eventually turn out to be the cheapest part that is fault and must be replaced.

This is because you do not have the skills to diagnose and repair the problem in the first place.

 

[dman]

Originally posted by: Roger

When you do the work, you will replace the cheapest part first and it will eventually turn out to be the most expensive one that is faulty and must be replaced.

When someone else does the work, they will replace the most expensive one first and it will eventually turn out to be the cheapest part that is fault and must be replaced.

This is because you do not have the skills to diagnose and repair the problem in the first place.

Maybe true (not always though), but, even then-- Finding the person with the skills to fix the problem costs more than or takes longer than fixing the problem yourself.