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My 718 CGTS 4.0 PDK

Having thought long and hard, and consulted trusted friends, I have reluctantly and regrettably decided to take no further action on a return to the PEC Precision Driving Course. Many factors are at play in my reaching this decision. Not least of which is to be grateful for the two previous PEC opportunities which did so much to restore and improve my track diving skills prior to returning to competitive motorsport.

Dan is quite right in suggesting taking the PEC hire car rather than using your own car. Besides the obvious wear and tear on tyres and brakes, the Silverstone track sessions are shared with other cars driven by drivers of widely varying abilities. The appeal of driving your own car on this iconic circuit is a strong pull, but no matter how diligent you are at keeping it on the black stuff, other cars sharing the same track space can throw unpredictable consequences in the blink of an eye. Race cars driven by Pro-Am wannabes are always the last of the late brakers and will cut you up at the braking zone approach to slower corners. I had this very experience during the Pilot Sport Challenge when a sports racing Radical mugged me at the turn-in to Club corner. There was not a lot of room I can assure you.

It was a nice thought returning to Silverstone GP circuit for another go in a car as capable as the CGTS 4.0 PDK. On this occasion discretion overruled my heart. I'll rest on my past experiences.

Back to reality and the rewarding spectacle of the tall ships event at Aberdeen last weekend. This international maritime jamboree was a spectacular display of historic sailing ships of all sizes. Over 70 vessels attended during the 4 days at Aberdeen harbour. Visitors were efficiently marshalled on the quaysides to inspect the ships at their moorings, some of which were available for boarding. On the final day huge crowds lined Aberdeen beach promenades to watch the sail away to the next destination in Norway. It had been 28 years since the previous tall ships event at Aberdeen so it is unlikely, nay a certainty, that I shall live to see another revisit of this amazing event.

Brian.
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Just as a matter of possible interest I did the PEC Precision Driving Course in 2019 in my then 987.2. I was glad to have done the course in my own car as it taught me a lot about my particular car. I didnt encounter any problems or issues with other cars on the Silverstone circuit; but I had the piece of mind that my car was covered for the day by my Lockton PCGB policy.
I then did a full PCGB track day at Silverstone a couple of weeks later, again covered by PCGB policy.
 
With the tourist season in the Highlands at its peak in early August, the roads are choc-a-block everywhere. The underfunded intercity road network north of Perth is overwhelmed with the convergence of commercial, tourist, local, and agricultural harvest traffic. It's mayhem frankly.

I thought this the ideal opportunity to do some more cosmetic remedial work on my CGTS 4.0. The scruffy rear brake disc bells have been a point of irritation for some time. Unsightly corrosion and staining have marred these easily visible components. It took me some time to source the correct shade of VHT paint to match the OE finish on disc bells. The ideal product came by way of Halfords no less. At £10.99 a can, the High Temperature Dark Anthracite paint has proved absolutely perfect for the job.

As most of you will already know, preparation is 99% of a successful job. Masking the exposed disc surface and brake callipers took considerable time and effort. I also carefully masked the bare metal surfaces where the road wheel contacts the hub. I have problems handling sticky masking tape due to my hand disability, but perseverance paid off and the considerable effort was worthwhile.

After cleaning the stained disc bell surface with solvent, I applied two coats of VHT paint. The first coat was directly applied thinly to the bare surface. No primer required. The second coat applied 4 hours later and left overnight to harden. The rear brake callipers are sufficiently spaced from the disc bell to enable the full 360 degree surface to be painted without having to rotate the hub, an operation complicated by PDK when the car is jacked up. With a manual car, the hub could be rotated with the gearbox in neutral. I found the gap between the calliper and the disc bell easily accessed by the paint spray nozzle to enable the entire 360 degree surface to be painted without rotating the hub.

The finished result is shown in the photos attached.

Brian.
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Finally happened, configurator says no longer able to order new ☹️ Porsche Bournemouth just advertised a new one with 10k off list 😱 maybe a typo 🤔
 
Hi Brian
i very much enjoy reading your extremely knowledgeable reports.
thankyou.
we are heading north in 2/3 weeks visiting son in north Berwick then driving to Mull for a week then trossachs for a week before back down south.
any good roads to travel advice much appreciated 🙏👍
 
Dylan, I'm pretty sure that it was the B8073 on the north part of Mull which we enjoyed driving. I'm think we also drove a great minor road from north west to south east of the north part of the island but I can't recall whether it had a number. My wife and I also enjoyed a lovely meal at the Am Birlinn restaurant https://ambirlinn.com/

Apologies Brian for taking your thread on a tangent.

Edited to add:
If you're looking for accommodation then when we toured in 2022 we stayed in Oban https://bedandbreakfastoban.net/ (we'd happily stay there again), On Mull https://www.glenforsa.com/ (we wished we'd tried harder to find somewhere else), we crossed from Tobermory to the Ardnamurchan Peninsula to visit mainland GB's most westerly point of Ardnamurchan and stayed here https://kilchoanhotel.co.uk/, and in Fort William at https://www.treetopsfortwilliam.co.uk/ (we'd happily stay there again). Hope that helps.
 
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Dylan,

Thank you for your kind comments.

My good friend Andrew T knows the roads around the Mull and that part of west of Scotland better than me. I would confirm his tips carry much weight. The Trossachs I have more experience of and would recommend the eastern regions around Loch Earn, and Loch Tay. Kenmore to Crieff via the A826 and A822 through Glen Almond is good. Loch Lomond is always very busy in my experience.

My car is booked in for its MOT next month. Both the 3 stud exhaust flanges under the rear wheel arches are being replaced at the same time. At long last this will conclude the programme of repairs of corroded components on this young car. In my long experience of Cayman ownership I never expected so many badly rusted parts on such a low mileage car. Clearly this car's previous ownership had it parked out in the open in a salty environment for extended periods of time unused. It has taken me almost a year, devoting much time and expense, to return the underside of the car to the condition commensurate to the standards of presentation I consider normal with a well kept car.

Brian.
 
With the 3 stud exhaust flanges now replaced and the MOT successfully passed, the programme of car touring and my attendance at Porsche events has thankfully resumed once again.

Last weekend I attended the annual Porsche in the Park charity event held at Deeside Activity Park near Kincardine o' Neil in central Aberdeenshire. This was my first time at this local jamboree and what a pleasant surprise it turned out to be. No less than 120 Porsches turned up on a glorious sunny autumn day with cars from classics to the very latest 992.2 models on show. As well as a strong local contingent, entries from Edinburgh and Berwick upon Tweed made the long journey north to Deeside in rural Aberdeenshire. The independent organisers Paul and Loraine Barlow did a magnificent job putting the event together in aid of The Anchor charity, including a karting challenge, best car in show, and a raffle supported by Aberdeen Porsche Centre. It was a most enjoyable day out, and for me, meeting so many former motorsport pals from past times made the social aspect particularly special. It's always amazing meeting former motorsport competitors from bygone years and reminiscing on times when motoring life was less restricted and less complicated in every respect.

When I registered for this event I decided to make it a short holiday, and booked 2 nights in the Banchory Lodge Hotel superbly located by the river Dee in the heart of Banchory town. This excellent hotel has expansive safe parking within the grounds of the private estate, and is an ideal base for exploring the many POI's and historical sites located in all points of the compass. My first day started with visiting the nearby Falls of Feugh on the outskirts of Banchory. This raging torrent of water was tinged a peaty brown colour following recent heavy rain. No leaping salmon observed unfortunately.

My tour continued via the B978 Cairn o' Mount, a former RAC Rally route in the 1960's. The summit of which was covered in an eerie Scotch Mist. I took the detour to Glen of Drumtochty and Auchenblae for old times sake, where the unclassified road used to have a series of Fords one after the other. Sadly these water splashes are now covered over by culverts and tarmac in the interests of safety.
The charming villages of Fettercairn and Edzell are worth a stop along with former Prime Minister Gladstone's mansion at Fasque Estate. I ventured into the estate through the large wrought iron gates and drove up the long drive to Fasque castle itself. Not a soul to be seen anywhere which gave me the creeps, so after a quick photo of the castle I made my discreet escape.

This part of North east Scotland is known locally as The Mearns with a rich agricultural heritage. There is a wonderful riverside woodland walk near Edzell called The Rocks of Solitude. The rapids of the fast flowing river provide an atmospheric soundtrack among the majestic trees lining the pathways. There is no signage identifying this charming gated walk, and the modest lay-by only accommodates a few cars. It's mainly local dog walkers and people in the know who take advantage of this secretive gem.

On my final day I took the cross country A97, A944, route via Strathdon, Corgarff, and the A939 Lecht to Tomintoul and onward to the Moray Coast. With the tourist season now ebbing, the traffic was thankfully light making it a most enjoyable drive in my CGTS 4.0. The roads are quite narrow in places making the compact footprint of the Cayman a joyful advantage. It's on routes such as this that would make the lardy and wide 992's a tricky prospect, especially when meeting large SUV's and motorhomes on the tighter blind bends. The Cayman is a more agile and nimble car on these narrow and winding highland roads. It was a glorious drive home after a wonderful north east tour in glorious autumn weather.

Brian.


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My next job on the CGTS 4.0 is to replace the two air filters which are now 4 years old and 15,000 miles up. The Porsche scheduled service intervals of 60,000 miles or 6 years for these vital components is ridiculous in my opinion. With each of my previous 5 Caymans, I have always replaced or cleaned the air filters every two years or 12,000 miles whichever is the soonest. I have always regarded engine air filters as the lungs of the engine, and to maximise performance and efficiency, they need to be diligently maintained.

After much thought, I decided to order both the OE Porsche paper filters and the BMC cotton performance air filters. My logic for this decision was a personal one. I shall fit the BMC cotton filters first, putting aside the OE paper air filters for fitting at a later date when I eventually sell the car on.

Over many years I have successfully used the BMC and K&N cotton filters in all of my previous Caymans without any problematic issues with the MAF sensor. The BMC cotton filters do not come over-oiled and on close inspection of both types side by side, unquestionably the BMC filters are a far superior product in my opinion. They are just better made than the paper filters and come with a gasket to ensure a snug air-proof fit to the air box mounting.

I intend doing this work in my own garage during the coming weeks. A full report with photos of the old dirty filters and air box detritus will follow.

I am very grateful for the useful information provided by contributors elsewhere on this forum regarding 718 air filter replacements.

Brian.
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This weekend I successfully replaced the twin air filters on my CGTS 4.0. With 15,600 miles up and 4 years since new, this essential maintenance job was long overdue. As already intimated I decided to select the BMC high performance cotton air filters rather than the OE paper variety. This decision has proved the correct choice as will be apparent later in this report.

Removing the 6 pieces of plastic and carpeted trim always induces a certain degree of trepidation. I modified a windscreen ice scraper to assist with this delicate task. Snapping free the plastic side pieces from the hatchback guttering is always daunting, but like many things in life, once underway it becomes less stressful. Care must be taken not to lose the rubber cones on the prongs of the trim pieces. They are easily dislodged when removing the trim and can drop into the depths of the chassis frame never to be retrieved again. I managed the task without incident I'm happy to say.

The air filter units themselves are surprisingly hard to remove. Following removal of the single retaining screw, I used zip-ties to squeeze the two latches together before exerting almighty tugs to release the filters from the air box tunnel. The rubber O-rings on the filter housings have a strong grip on the tunnel walls. No wonder special grease is required to aid refitting and provide an airtight seal.

The dirty air filters were clearly overdue for replacement as the photos show. Not only were they impregnated with dust, insects, and grime, the paper folds were significantly distorted and almost closed together at the narrow end of the air filter cone. The intense heat within the air box is easily imagined, being so close to the confined engine compartment. Also moisture intake from the side air vents when driving on wet roads can soften the paper elements thereby causing further distortion of the unit's integrity. The resulting reduction in breathable surface area is self-evident. The 4.0 engine revs to 7800 rpm and airflow requirements are demanding to say the least. If the optimum air-fuel ratio is to be maintained the engine needs an efficient pair of lungs.

You will see from the photos the dust, grit, and leaves which have accumulated in the air box tunnels. I used a hoover and a damp cloth to scrupulously clean the air box apertures and filter housings before fitting the new BMC filters. The superior build quality of the BMC filters is easily apparent. The aluminium frame and mesh supports the cotton membrane and keeps it in position far more robustly than the unsupported paper variety. Not only does this ensure a more efficient air flow, it also extends the durability of the product.

Replacing the air filters on the housings took less than 15 minutes, including cleaning and greasing the O-rings. The finished result was a dramatic improvement compared to the original dirty filters. Refitting the 6 trim panels was a real faff requiring perseverance and protective gloves. Otherwise skinned fingers and hands are a by-product of this particular exercise.

BMC air filters recommend a drive of 100km to recalibrate the ECU to the new air flow parameters. This was a pure joy to do on a lovely warm, sunny autumn day. From inside the car gentle driving made no difference to cabin noise. It was only when opening the taps and revving over the 4000 rpm threshold that a throaty induction growl became apparent. The throttle response mid-range also seemed sharper than before. On the traffic free rural roads on my favourite local route, I had the opportunity to explore the upper regions of the rev range in the lower intermediate gears in Sport mode. I would say that is when you notice a perceptible difference in both sound and throttle response compared to the standard OE paper air filters.

On reflection I am delighted with the results. Not least due to successfully managing this tricky but immensely satisfying DIY task.

Finally, I am very grateful for the help and support of contributors to the 718 4.0 Air Filter thread elsewhere on this forum section.

Brian.
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The road test drive following the air filter change was in glorious autumn weather and took me to one of my favourite places on some of the best driving roads in my locality. The A939 from Nairn on the Moray coast to Grantown-on-Spey, then a short distance on the A95 to join the A938 to Duthil, taking the B9007 to Lochindorb. This peaceful loch belies its turbulent history where, in the 14th century Alexander Stewart Earl of Buchan otherwise known as the Wolf of Badenoch, terrorised Moray culminating in burning down Elgin cathedral in 1390. The Bishop had made the grave error of excommunicating Stewart for marital infidelity and siding with his aggrieved wife Euphemia. The revenge he brought on Elgin resulted in much destruction and looting. Legends claim The Wolf of Badenoch died in 1394 playing chess with the devil. His remains are buried in Dunblane cathedral. The ruins of his former stronghold at Lochindorb are still there on an island in the middle of the loch. The tranquility of my visit on a beautiful autumn day was in sharp contrast to the barbaric history of this loch in times long past.

The roads on my route were light of traffic now that the tourists have all but gone, and it was a wonderful opportunity to explore the joys of 4.0 power away from the busy tourist routes. The engine seemed to be settling in very well to its new pair of lungs. It takes at least 100km to allow the ECU and the PCM mpg computer to adjust to the new high-flow cotton air filters. In the coming weeks I shall be able to compare mpg readings more accurately. On this first drive the PCM mpg figures show higher fuel consumption readings than was recorded prior to the air filter change. I put this down to the ECU recalibrating the air/fuel ratio adjustments due to the increased oxygen intakes. It is my assumption that the mpg figures on the PCM display will return to what I would term normal readings in respect of my driving style. I shall report back on this topic at later date.

In conclusion, I have no hesitation in claiming that the BMC air filter change has considerably enhanced the driving enjoyment of my CGTS 4.0.

Brian.

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Ah-ha!
Happy memories of times past Andrew T at Lochindorb, and Mr D at Donnington track day.

I'm glad I decided to stick with the BMC filters, as I have done on all my previous Caymans. I'm also both grateful and relieved I managed to do this DIY job myself on the GTS 4.0 all those years later.
The passage of time may take its toll on some of us, but old boy racers never give up!

Brian
 

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