Ewan
New member
I bought my 951 16 months ago, with a view to using it as a cheapish but fun daily runner. For a car with a pretty comprehensive service history file and lowish miles (94,000) it was quite cheap, but I did buy it in the knowledge it needed several jobs doing to get it through its then due MOT (such as new handbrake cables and new tyres) as well as being due a good service.
The list of MOT jobs grew (inevitably), but we got there in the end, having spent about £800. At the same time I opted for a big service, including plugs, filters, all fluids and a few smaller jobs such as a new battery, distributor cap, rotor arm, header tank cap, boot lock adjustment, radiator relay and thermo switch etc - which came to maybe another £800.
It was noted that the caliper slider plates were lifting (no surprise), so they were all done, for £500.
But the steering and handling were not quite right - so it was time for a new steering rack/pump/fluid, uprated (968) castor mounts and anti-roll bar bushes - at about £800.
I soon decided it was to be a "keeper" so decided to do an engine front-end job - new rollers, tensioners, belts, seals, waterpump etc - so that I could be confident the car would be good for a few more years yet. A further £1300.
In the first month or so of ownership I had therefore spent about £4200. Not ideal. But on the other hand I had done several jobs that would last a long time/mileage so would not need repeating anytime soon. I could now settle down to an extended period of enjoyable, cheap, Porsche driving.
Or not, as the case would be. A serious overheating issue meant a blown head gasket and a warped header tank. Worse still, a pressure-test revealed a crack in the cylinder head.
I discussed various options with Jon at JMG and decided to go for his 9XX performance head. To make, supply and fit this (including the head machining, and fitting of valve/cam/springs/retainers/fluids/seals/gaskets etc) the bill was £1200. Plus about £300 for a new header tank and coolant pipes.
Having bitten this bullet I decided to have some uprgades fitted at the same time. So in went the 9XX chip set, 9XX dual-port wastegate and boost controller, 9XX dump valve, 9XX fuel pump, 9XX 3 bar FPR, a boost gauge and a de-cat exhaust pipe. This came lot came to about £1600, but at least I had something to show for it (some shiny bits under the bonnet and about 70 new bhp).
The added power may have contirbuted to the fact that I then needed new gearbox mount, knock sensor and drive shafts, at about £800.
By the time we had sorted out a few further niggles such as repairing the heater, refitting the drivers door card, replacing the drivers seat switch, securing a heat shield, fitting new brake flexi pipes, fitting a new chrome exhaust trim and a new bonnet release cover, my total spend for "part 2" had somehow become about £4500. Hey ho. But at least the car was now sorted, and fast. Things were looking good. Right up until the point I decided that my Alipne white was no longer as white as it should be.
So off to the body shop she went. A re-spray and a refurnishment of the original Cup alloys and she came out looking a million dollars. Which, coincidentally, was about the cost. No not really. It came to about £1800 - which I thought was very good value.
Finally the car looked great and went quick. But the ride and handling still weren't as good the car deserved. Which bought up the old chestnut - whether or not to fit KWv3. After much forum debate I decided to fit new adjustable Koni inserts instead - a cheaper option that I have to say has worked wonders. Along with the new suspension and wheel realignment came a bill for about £1500. But worth every penny and about £500 less than if I had chosen the KWv3 kit.
And the £500 saving meant I could spend it on new tailgate gaskets and side panels and a rear Porsche decal.
Now we were really buzzing. And I mean that literally - there was a nasty buzzing sound from in front of the gear lever. This meant new engine mounts, and a bill for £600.
With the car now perfect I just needed a few sunny days. And when they arrived (about a month ago) I realized that the sunroof system was buggered. But its all sorted now, and I'm about £250 the poorer.
At this point I was confident I was good-to-go. So off I went. At speed, on a hot day. Which I have to say was brilliant - until I stopped. Because when I stopped, the car overheated and spewed coolant all over the car park. Hmmm.
It so transpires that the radiator was partially blocked/inoperative. Out with the old, in with the new. £700.
This spirited drive also highlighted the fact the front brakes that I thought were probably just about okay, actually weren't. New Pagid discs and pads and sensors supplied and fitted for £400. Bringing the cost for "part 3" to around about £5800.
So there we have it. If you want to know what it costs to have your local Porsche specialist reapir and upgrade a 1990 944 Turbo SE (MO30 spec), now you have the figure. It comes to about £14,500. Please note that these are approximate, and include Vat at 20%.
Of course, most of you clever chaps on here would have done all this work yourselves for buttons - but at least you can pat yourselves on the back and be happy knowing how much you've saved! But mechanics are not my thing - I'd rather be in my office earning the money to pay the garage. It's just what works better for me.
It should go without saying that this little journey is not the one I had intended to take. But when the garage door goes up, and the cover slides off, its all been worth while. And that's before I even get in and drive it. What I can say is that while the number of good 944's goes down each year, this one has been well and truly saved. And even if I don't keep it long I'm happy I've done my bit for the model.
(And finally, before anyone says it, no, I don't wish I had bought an S2!)
The list of MOT jobs grew (inevitably), but we got there in the end, having spent about £800. At the same time I opted for a big service, including plugs, filters, all fluids and a few smaller jobs such as a new battery, distributor cap, rotor arm, header tank cap, boot lock adjustment, radiator relay and thermo switch etc - which came to maybe another £800.
It was noted that the caliper slider plates were lifting (no surprise), so they were all done, for £500.
But the steering and handling were not quite right - so it was time for a new steering rack/pump/fluid, uprated (968) castor mounts and anti-roll bar bushes - at about £800.
I soon decided it was to be a "keeper" so decided to do an engine front-end job - new rollers, tensioners, belts, seals, waterpump etc - so that I could be confident the car would be good for a few more years yet. A further £1300.
In the first month or so of ownership I had therefore spent about £4200. Not ideal. But on the other hand I had done several jobs that would last a long time/mileage so would not need repeating anytime soon. I could now settle down to an extended period of enjoyable, cheap, Porsche driving.
Or not, as the case would be. A serious overheating issue meant a blown head gasket and a warped header tank. Worse still, a pressure-test revealed a crack in the cylinder head.
I discussed various options with Jon at JMG and decided to go for his 9XX performance head. To make, supply and fit this (including the head machining, and fitting of valve/cam/springs/retainers/fluids/seals/gaskets etc) the bill was £1200. Plus about £300 for a new header tank and coolant pipes.
Having bitten this bullet I decided to have some uprgades fitted at the same time. So in went the 9XX chip set, 9XX dual-port wastegate and boost controller, 9XX dump valve, 9XX fuel pump, 9XX 3 bar FPR, a boost gauge and a de-cat exhaust pipe. This came lot came to about £1600, but at least I had something to show for it (some shiny bits under the bonnet and about 70 new bhp).
The added power may have contirbuted to the fact that I then needed new gearbox mount, knock sensor and drive shafts, at about £800.
By the time we had sorted out a few further niggles such as repairing the heater, refitting the drivers door card, replacing the drivers seat switch, securing a heat shield, fitting new brake flexi pipes, fitting a new chrome exhaust trim and a new bonnet release cover, my total spend for "part 2" had somehow become about £4500. Hey ho. But at least the car was now sorted, and fast. Things were looking good. Right up until the point I decided that my Alipne white was no longer as white as it should be.
So off to the body shop she went. A re-spray and a refurnishment of the original Cup alloys and she came out looking a million dollars. Which, coincidentally, was about the cost. No not really. It came to about £1800 - which I thought was very good value.
Finally the car looked great and went quick. But the ride and handling still weren't as good the car deserved. Which bought up the old chestnut - whether or not to fit KWv3. After much forum debate I decided to fit new adjustable Koni inserts instead - a cheaper option that I have to say has worked wonders. Along with the new suspension and wheel realignment came a bill for about £1500. But worth every penny and about £500 less than if I had chosen the KWv3 kit.
And the £500 saving meant I could spend it on new tailgate gaskets and side panels and a rear Porsche decal.
Now we were really buzzing. And I mean that literally - there was a nasty buzzing sound from in front of the gear lever. This meant new engine mounts, and a bill for £600.
With the car now perfect I just needed a few sunny days. And when they arrived (about a month ago) I realized that the sunroof system was buggered. But its all sorted now, and I'm about £250 the poorer.
At this point I was confident I was good-to-go. So off I went. At speed, on a hot day. Which I have to say was brilliant - until I stopped. Because when I stopped, the car overheated and spewed coolant all over the car park. Hmmm.
It so transpires that the radiator was partially blocked/inoperative. Out with the old, in with the new. £700.
This spirited drive also highlighted the fact the front brakes that I thought were probably just about okay, actually weren't. New Pagid discs and pads and sensors supplied and fitted for £400. Bringing the cost for "part 3" to around about £5800.
So there we have it. If you want to know what it costs to have your local Porsche specialist reapir and upgrade a 1990 944 Turbo SE (MO30 spec), now you have the figure. It comes to about £14,500. Please note that these are approximate, and include Vat at 20%.
Of course, most of you clever chaps on here would have done all this work yourselves for buttons - but at least you can pat yourselves on the back and be happy knowing how much you've saved! But mechanics are not my thing - I'd rather be in my office earning the money to pay the garage. It's just what works better for me.
It should go without saying that this little journey is not the one I had intended to take. But when the garage door goes up, and the cover slides off, its all been worth while. And that's before I even get in and drive it. What I can say is that while the number of good 944's goes down each year, this one has been well and truly saved. And even if I don't keep it long I'm happy I've done my bit for the model.
(And finally, before anyone says it, no, I don't wish I had bought an S2!)
][
