High Miler - who's got one?

[rs48635]

My observation from Porsche ownership is that many high milers have a need for mileage-related (expensive) work that owners scrimp on. Thus a new owner runs a risk of inheriting a shed load of costs within the first year of ownership. High mileage in itself is not an issue.

Agree with this - plenty of owners do the "pass the parcel" just before a big service.

Could the same tactic be true of many low mileage cars too? The GranTurismo onward has 2 year service interval, so how many are sold on just before this time? Guess a proper dealer will do the service and pass on cost to new owner. Does the car get all of the items needed done when service is paid for by dealer rather than an enthusiast owner.

 

[Cdn17Sport6MT]

Re the F1 transaxle: finicky, and eats clutches, but the 'box itself, the actuator, and the solenoid valve block itself are reasonably robust.

 

[rs48635]

Re the F1 transaxle. Finicky, and eats clutches, but the 'box itself, the actuator, and the solenoid valve block itself are reasonably robust.

Based on experience or research?
In seven years I had failed F1 pump replaced. Now have hydraulic leak F1 pump return pipe, jhoepfully just a few soft pipes to replace.
Same "worn out" clutch. Gearchange is okay, only downside is taking a few seconds to select reverse. My demand for J-turns has almost vanished now so I can live with that. Almost wish it was even harder to engage reverse after more than one rear impact while parking

 

[Cdn17Sport6MT]

Fair comment; based on research. Seems to me that the rubber piping elements sourced from Europe can tend to have less life expectancy than US sourced ones... items like the F1 pressure-side hoses, and your obvious rtn pipe. Re F1 pump, you do need to have the 50 amp relay for better chances with the pump-motor control. Also, yearly or bi-annual re&re ('cuz it's cheap, easy). Pump itself seems to be robust enough, though, am I not correct?

The clutch position transmitter itself is subject to heat damage, the spigot bearing, rear main seal, bell housing bearing, and for sure the TOB!... all should be done at least with most normal interval clutch changes. They are either not so reliable, or they are at least hard to get to so should be done with a clutch change. Do I have this right?

 

[Zep]

There have been a good few instances here of actuators failing, but it doesn’t seem to happen at specific age or mileage and getting a refurb done seems to be more possible than it was 5 years ago.

Regarding the quality of hoses, I don’t think this is solely related to the continent they originate from. It think it is more down to the material specification. I have no doubt **** hoses are available everywhere.

The list of parts for the clutch seems fair, but I wouldn’t be doing a main seal unless it was leaking. Most will replace the flywheel, some have it resurfaced.

 

[Cdn17Sport6MT]

Fair comment re the continent where the rubber product has been sourced (versus its spec.); it's just my casual observation, having Japanese, American, German and Italian vehicles. I'm of the "machine the flywheel" school of thought - but I do understand it can be a tricky operation, with some results being dished (totally unacceptable of course).

 

[Simon1963]

My observation from Porsche ownership is that many high milers have a need for mileage-related (expensive) work that owners scrimp on. Thus a new owner runs a risk of inheriting a shed load of costs within the first year of ownership. High mileage in itself is not an issue.

Your right there. Add on the fact that if you can get a decent warranty the cost is much higher or cover much less than a lower mileage equivalent.

 

[stevo]

Mine is over 80k now and runs like a dream. Had to have variations done like most people but apart from that just silky annoying stuff like reversing sensors etc. Will never sell it.

 

[CatmanV2]

Mine is over 80k now and runs like a dream. Had to have variations done like most people but apart from that just silky annoying stuff like reversing sensors etc. Will never sell it.

TBH I kind of regret having sold mine.....

C

 

[ChrissGT]

115k on my GT. No really big problems. Had variators done after it sat for a year waiting to be sold. Aircon compressor pulley failed, which is expected with age. Well maintained car, so all bushings and suspension parts have been replaced before i got her.

Just screwed up on spark plugs and killed the cats. So that left me with no choice but to install sport cats. Could have been prevented. And one of my mufflers started rattling inside. So i had to replace those with valved ones. All in all I spend a bit more on maintenance and upgrades. But it is all within budget. Just saving up now for another round of replacing bushings and all that good stuff.

It's actually kinda nice to drive a good used example. I dont worry too much when parking. It has some dings and scratches so is nowhere near perfect, nor does have to stay that way. I also accepted the fact it won't be possible to sell this car easily and will loose a lot when trading in. So the only choice is to keep it and enjoy.

 

[makeshiftUK]

77k miles on my 2010 QPV GTS

 

[Lozzer]

3200 has 93k on it now, plenty of life in the old dog yet

 

[Evo Cymru]

It's actually kinda nice to drive a good used example. I dont worry too much when parking. It has some dings and scratches so is nowhere near perfect, nor does have to stay that way. I also accepted the fact it won't be possible to sell this car easily and will loose a lot when trading in. So the only choice is to keep it and enjoy.

Couldn’t agree more with this and one of the reasons I can’t see me parting with my 98k mile GS soon....

 

[c4sman]

R

Agree with this - plenty of owners do the "pass the parcel" just before a big service.

Could the same tactic be true of many low mileage cars too? The GranTurismo onward has 2 year service interval, so how many are sold on just before this time? Guess a proper dealer will do the service and pass on cost to new owner. Does the car get all of the items needed done when service is paid for by dealer rather than an enthusiast owner.

Recent experience at one indie dealer is that their interpretation of a FSH was a oil and filter change. Car was due a 4 year service and advertised as having a full Maserati service history. For future owners the big surprise bills starts right there on a 3.5 year old GT. when challenged they agreed a full service as part of the sale but many buyers would have taken the stamp in the book as good enough (why this forum is so helpful and important!). With a few other issues with that car, I walked away.

 

[BennyD]

318k Volvo XC90 (54). Had it from new - regularly serviced, I'd drive it to the South of France tomorrow if needed. It's no Trigger's broom either .

Pitiful! 2004 BMW E46 320D Touring, 335k and still going strong. I’ve driven it to Turkey twice and might take it down again next year. Can still get over 60mpg on a run as well. A good car.

 

[BennyD]

Also, my 4300 spyder is now on about 75k (very hard) miles. However, she is a Triggers broom, just about everything has been altered, modified or replaced and she is currently with Matt having all sorts of things done to her.

 

[Cdn17Sport6MT]

With these cars it's clear in my mind that there is a lot of basic "goodness and durability" with the powertrain design. Stout, long-lived engine, transmission, rear-end (or transaxle)... The peripherals are light-duty but the bones are strong.

In particular the wet sleeve engine design, being alloy barrels fitted to an aluminum alloy cylinder block, do not appear to suffer grievously from galvanic corrosion issues. I contrast this with Alfa Romeo Busso V6 egines with, i believe, iron barrels that have a substantial issue in this regard. Wet sleeve engines give me pause, but the Maser's V8 is a pleasant surprise .

Having said that the bones are strong, the subframe corrosion issue merits close attention!

 

[c4sman]

With these cars it's clear in my mind that there is a lot of basic "goodness and durability" with the powertrain design. Stout, long-lived engine, transmission, rear-end (or transaxle)... The peripherals are light-duty but the bones are strong.

In particular the wet sleeve engine design, being alloy barrels fitted to an aluminum alloy cylinder block, do not appear to suffer grievously from galvanic corrosion issues. I contrast this with Alfa Romeo Busso V6 egines with, i believe, iron barrels that have a substantial issue in this regard. Wet sleeve engines give me pause, but the Master's V8 is a pleasant surprise .

Having said that the bones are strong, the subframe corrosion issue merits close attention!

Love this analogy. Subframe is on my list for the autum, I want to bullet proof as much of my GT from the get go as possible as only 2 years old and low mileage, great condition. Ready for the long haul!