bazhart said:
Sorry I must try and leave this alone - but me logic is obviously different to most everyone else - as follows. My responses in blue
In all fairness from what I've read the issue seems to have been a bit confused. I read GT4s original post as an observation of the effect of oil grade and general car usage rather than a criticism of any particular part of the engine.
The title gives the clue to this being wrong.
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0w40, its thin and quick (when cold), everything else is the same. The IMS bearing is a red-herring, the bearing is Irrespective of the success of any bearing cures, do you have any views on the causes (and partial oil grade mitigation) as discussed on post one?
No because it is irrelevant to the title and the bearing is the whole story.
Are you saying all the hydraulic systems listed are agnostic to oil grade? intentionally sealed, and if it still is, then the oil Isn't the answer for us laymen to simply follow what Porsche themselves tell us to do? Any engine is a collaboration of moving parts (some big, some small) that interact to perform the whole function, who can say what seemingly small change in one area can do in another? That is the stuff for experts. grade is irrelveant.
Porsche though will tell you to fit a new engine with the same design - if yours fails - at huge cost - still think doing what Porsche suggest is the answer?
Some questions for Baz / Hartech.
1. Do you supply the lower temp thermostat, how much for the part please and how much for you to supply and fit?
Yes £60 + p&p + Vat supply. Supply and fit depends on other factors and we prefer to check over the other parts of the cooling system first in case they are faulty and a resulting problem is blamed on us fitting the thermostat.Best phone Grant on 1204 302809
2.
Out of curiosity how much would you charge to change the IMS/Seal to your part that does not fail?
I am reluctant to do this and in view of how few actually fail - it seems better to me to wait and see if yours is OK and meanwhile take up some protection in case it does. Statistically this will overall save most people money._________________
I personally think 20k miles and 2 years is insanity.
I change mine annually, but then that is barely 2.5k miles between changes.
IF you track it every weekend (or other high load activities), then every 5k miles or possibly even more often is advantageous (filter too).
The filter cost peanuts next to the cost of decent oil.
So oddly what Porsche recomend is suddenly very wrong even though they are apparently completely right about the oil grade. You cannot use porsche's own poswition to defend one argument aqnd then condemn their ability to give correct advice for something else you decide is wrong.Baz
As for trying to leave this alone, please try harder.
I'm glad you managed to get the advert in, though.
I am not going against Porsche advice, my car is on annual servicing.
I am not going against Porsche's advice ref: racing and high load use (RTFM).
I do not disagree with the possible maximum duration between services if the the car is not stressed, but I know how I drive and I would therefore defer to Porsche's alternative advice regarding interim servicing and maintenance for racing and high load use.
To be fair, there are many things I do for reasons of possible prevention or contingency. It's all
Insurance.
Much like a warranty or Hartech Maintenance plan, much like a better engineered bearing, much like a lower temp thermostat.
You pays your money and makes your choice.
There is no shame in belt and braces (except perhaps literally).
In any case, as I don't work for Porsche I can make my own mind up by collecting facts and applying experience.
So when I use the best oil for my engine that just happens to be what Porsche also advise, does not make me Porsche zombie.