Miss Kates battery decided to was time to go sleep. #thebigsleep It had fizzled and farted for a couple of months and because she had let it run completely flat a few times, it finally gave up the ghost. So it wont start but has just enough juice to operate the internal electrics and to get it jump started and driven to my place…
The battery in a Porsche Cayenne is cunningly hidden away under the drivers seat – in the traditional place in the front engine compartment there is a + and = terminal that can be used to jump start the vehicle.
I had never changed a Cayenne battery before but decided to video the process after reading the steps on a Forum. It was easy, a little fiddly and took around 15-20 minutes. Now I’ve done it once it would take half that when/if I do it again.
How to replace porsche cayenne battery
Tools: M10 multispline 3/8 socket & ratchet 10mm 3/8 socket 10mm spanner Most Porsche Cayenne 955 (Gen 1) models have a single large battery under the left front seat: that is the passenger seat on a right-hand drive car. The seat base lifts up on a pair of rear-mounted hinges to allow access to the battery box. The multispline M10 bolts which hold the front of the seat frame down are under the two plastic covers in front of the seat: these just clip off to reveal the bolt heads. Undo the bolts and tilt the seat up: hold it up out of the way with a strap to the grab handle if you’re worried. Now you can see the battery cover, which has four clips, one in each corner: undo those and lift the cover off. Your 10mm spanner will undo the terminals (remove earth first), and the 10mm socket will undo the front corner bracket, and the big side clamp holding the battery in place. If you’re worried about losing your radio settings etc, connect a battery charger to the terminals before you unhook them. Once the two clamps are off and the terminals have been detached and secured out of the way, disconnect the small battery vent hose and get the old battery out of there. It is worth cleaning any dirt and dust out of the battery tray before sliding the new battery in.
… and spending a couple of hours as a rideshare Uber driver was fun!
Why don’t i sign up with Uber to be a driver? Then I can do all that and earn some beer money while doing it…
So, I did. It was really easy – just download the Uber Driver App and the get on the beautiful roads of Charleston and cruise around the area. I live in Mount Pleasant, the beautiful suburb of ole #chucktown, just over the Ravanel Bridge (which I think is correctly called the Cooper River Bridge or something that sounds so much more boring) so the easy entry to my first Uber rides as slick, friendly an easy.
Signing up with Uber is super easy, fun, simple and you get to see interesting roads and meet interesting people… while earning money as well! Try it out yourself and make money with your car! Use this link for $120 extra: https://partners.uber.com/i/jng2w
So I found my old Porsche website I did around sixteen years ago… Lots of waffle about Porsche 911 3.2 Carrera and especially my old 1988 911 SSE (the famous Porsche 911 Supersport). Much loved and very regrettably sold when I left England…
My old Porsche website on CIX in the days of html websites and page counters
If you want to drive to work (even on the wettest, coldest, darkest and most miserable mornings) with a huge stupid grin plastered across your face then this is the car for you.
Most people ask “Porsche Supersport… I don’t think I’ve heard of that one?” Well, quite simply the Carrera SSE (Supersport) is the 911 Turbo without the Turbo!
This was a special order, Porsche option number M491, and was introduced for the 1984 model Carrera and ran through till 1989. The only description offered against this option code is a handbook reference to ‘Turbo Look’. It’s registered as a 911 Carrera but more commonly referred to as a Supersport (or a Turbo Look or even a Wide Body) to distinguish it from the standard Carrera.
Confused? Well, lets try and clear it up then…..
Other options are the same as the 3.2 Carrera.
Porsches! You just can’t touch them. The Internet is filled with websites discussing their merits. Young boys shout “Nice car mate” as they drive past. Young men eye them enviously. Old men moan about a lost youth. Enthusiasts spend an unhealthy amount of time looking at them, polishing them, preening them and reading about them. But, ultimately you can only experience Porsche by driving them.
If you want to experience real life racing car excitement and yet still maintain reliability, practicality, and have a car that you can drive to the supermarket to get your groceries (granted – you will probably get there quicker than most) then Porsche is the only way to go.
This 911 is my 4th Porsche, and certainly wont be my last. So far I have been lucky enough to owned:
Porsche 944S2 Cabriolet
My first Porsche was a 944 S2. It drove superbly, had great styling and had more ‘seat-of-the-pants’ torque than anything I had ever driven before. But, sadly, as time went by a number of problems crept up. One week it would be the brakes juddering, then the wind screen wipers would pack up, then the headlights stopped flipping up, then the battery ran flat (in a day!) because of a short in the alarm system, then a pinking problem turned out to be the EMS (Engine Management System) a *cough* sturdy amount of money to replace. Just when I had it all running nicely, the annual service turned up warped front wishbones! The threat of the required overdraft meant that my porker just had to go.
So, I went on the trail of a nice, reliable, cheap, sporty, Japanese number. Unfortunately, at that time I didn’t realise that I was infected with a very common strain of Porscheitis. This particular virus causes irrational urges to look in Porsche showrooms, scouring of the car mags checking the second-hand Porsche prices and of course wandering off to every Porsche site on the Net (just to browse – honest!).
Needless to say, three months later, dozens of flower bouquets for the wife and a very hefty bank loan later I took possession of a…
Porsche 968 Cabriolet
The 968 was a fantastic car. Very similar car to the 944 with very small improvements in lots of different areas. The 968 was the replacement for the 944. The 944 had evolved slowly during it’s 10+ year life span with the final model, the 944 S2 being discontinued in 1992. Then came the 968 which was itself replaced by the Boxster in 1997. The 968 was the last of the 4 cylinder liquid cooled Porsches and, in my opinion, the very best.
The 968’s 3.0 litre 16v engine delivers 240 horsepower, making it the world’s most powerful normally aspirated 4 cylinder. This power, up from 208 in the 944S2, arrived partly from VarioCam which uses a camshaft chain drive with an adjustable tensioner to retard intake valve actuation up to 7.5 degrees. This results in lower exhaust emissions, more horsepower, and better torque. The 968 is an attractive blend of both Porsche marques. It still has the overall look of the 944, but I personally think it looks more like a cross between the 944, 928 and the 993 bodied 911. The body styling changes are fairly minor and include a marginally longer (a whole inch) body with (believe it or not) creates a much sleeker smoother finish, rearranged air-intakes, 993/928-style popup headlamps, a restyled backend including American style neutral density tail lights with red lenses, and the 968 lettering embossed into the boot.
Deciding to swap the 968 for the 911 was a very difficult decision. The 968 was such a great car, but I needed to see what all the fuss about 911’s was. So. this lead me to…
Porsche 911 Supersport Cabriolet
My first Porsche 911. This car was a beautiful Black 911 Supersport Cabriolet with grey leather interior. Mileage was quite high at 110k, but overall the car was in good condition. I enjoyed this car for a total of eight days. Yes, you read correctly – 8 days before some thieving scumbag stole it!
Gutted! Doesn’t even come close to describing how I felt. But after four long months of legal wrangling with the insurance company, eventually they paid up and I was back on the 911 trail. Even Eight days is enough to hook you on these magnificent cars.
So, after much searching I came across favorite Car – license plate OFS1Y.
What can I say about the 911?
… Classic lines, aggressive road presence, unblemished black body work, flared wheel arches, huge whale tail, growling engine, sports suspension, 17 inch cup alloy wheels, sports steering wheel, 10 speaker CD sound system thing (that I rarely listen to, preferring the raucous exhaust tone instead) and electric bits where all the electric bits should be: In short, it’s loaded.
OFS1Y is a Black 1989 Carrera Supersport Cabriolet, red leather interior with red carpets and black floor mats, 17″ cups, lowered Koni Shocks.
Every morning, slipping behind the wheel brings a smile to my face. Hearing the starter motor cough and the engine growling into life turns the smile into a grin and then there is first, second, third… The only time the grins fades is when you arrive at your destination.
Having a Porsche is less practical than a 7 seater family car, its slightly thirstier and servicing is more expensive. But you should accept these limitations just to enjoy the Porsche Experience, the GRIN factor, more than makes up for any perceived limitations associated with these marvellous cars.
If you are thinking of taking the plunge into the heady world of Porsche ownership: Think long and hard, because once you’ve got the bug, there is No going back…….
So I found my old Porsche website I did around sixteen years ago… Lots of waffle about Porsche 911 3.2 Carrera and especially my old 1988 911 SSE. Much loved and very regrettably sold when I left England…
My old Porsche website on CIX in the days of html websites and page counters
…sometimes referred to as the Carrera SSE, or Carrera Turbo Look, or even Carrera Wide body. These should not be confused with the Carrera SE – Sport Equipment. This is different option based on the standard Carrera body shape.
|Features of the M491 SuperSport Option|
| Turbo body (flared wheel arches front and rear)Turbo rear spoiler (the whale-tail)
Turbo wheels (245/45VR16 tyres on 9J x 16 rims at the back, 205/55VR16 tyres on 7J x 16 rims in front)
Turbo brakes – 4 pot callipers with 285mm & 290mm cross-drilled discs
Porsche describe it as the “turbo-look” which is the only reference to it in the Driver’s Manual.
What about performance?
No difference from the standard 3.2 Carrera. Remember the engine is the same, only the styling and brakes / suspension set-up differ. On the other hand, the SSE option adds a little weight and the flared arches (probably) increase wind resistance so I imagine that the absolute performance of a SuperSport is slightly down from the standard bodied 3.2 Carrera. But we may only be talking in the region of a tenth of a second in the 0-60 range. And of course, my viewpoint is that the improved suspension and braking more than make up for the loss of straight line acceleration. Anyway, 5.6 seconds is plenty fast enough for me.
How rare is it?
Here in the UK, SuperSport are very tricky to find. When I was hunting for mine, I generally found that in magazines advertising Porsches for sale there were maybe two or three SSE’s for every 50 Carreras. This is a real rough estimate but would suggest that something like 5% of Carreras sold between 1984-98 wore the M491 option.
Porsche Cars Great Britain do not maintain any record of options included in cars sold during this period, so may be we will never know! The Porsche Club of Great Britain did have a 911 SSE register at one stage but this (sadly) died out… I can only assume through lack of members?
Beginning with the 1984 models the turbo look was also made available for both the Targa and Cabriolet in addition to the Coupe.
The turbo look was also made available without front and rear spoilers.
Back in the Eighties the M491 option added about £11,000 to the £30,000 price of the standard 3.2 Carrera so total cost could be £41,000, whilst a 911 Turbo was around £46,000. Thinking about these figures a customer must have been extremely positive about wanting the turbo body without the turbo engine. He would be paying nearly the same price for it AND suffer a degradation in performance.
Then again, my personal view point is that I love the styling of the Turbo but am not really concerned with the Turbo itself. Having heard a number of stories regarding the 911 Turbo (930), it seems to me a truly awesome machine but with a definite sting in the tail. Something for daily driving? I’m not sure.. ask me next year! 😎
I would guess that when buying a used Supersport today around £2-4,000 of this price differential over an equivalent 3.2 Carrera still survives.
The 3.2 Carreras range from a low of about £10,000 to a high for the 1989 models of about £30,000 the coupes and targas tend to stay in the same price range while Cabriolets will add about £2,000 more than the coupes and the turbo look will usually add from £2,000 to £5,000 to the Carrera price.
So I found this old Porsche website I did around 2000. Hard to believe its sixteen years ago… Lots of waffle about Porsche 911 3.2 Carrera and decided to repost it just in case its of interest?
My old Porsche website on CIX in the days of html websites and page counters
|Engine Enhancements||Engine Management Enhancements|
|The engine size was increased to 3,164 cc by using the longer stroke 74.4 mm crankshaft from the 3.3 turbo and the 95 mm bore pistons the 911 SC had used.The compression ratio was raised from 9.8:1 to 10.3:1 giving a maximum power 231 DIN horsepower at 5900 rpm.
The torque was 209 lb/ft at 4200 rpm.
The chain tensioner problem that had plagued earlier models of the 911 was finally solved by going to a pressure fed design.
|The Motronic engine management system created a more efficient engine.Linked to sensors monitoring air flow, engine temperature and atmospheric pressure. It adjust engine timing and fuel usage dependent on the most efficient setting programmed into it.
This causes better fuel consumption, smoother idle, broader power-band, controlled carburetion, a rev limit set to 6520 rpm, less exhaust pollution…
|Body Enhancements||Interior Enhancements|
|The brakes were improved on the Carrera to cope with its increased performance potential. All round rotor thickness was increased to 24 mm (from 20.5 mm) to improve the cooling of the brakes. The rear calliper diameter increased from 38 mm to 42 mm for additional friction, and therefore, improved braking. A pressure regulator was added to the rear brake circuit to prevent the rear wheels from locking. Pad wear indicators were also added to monitor brake pad wear.Porsche also offered the turbo look body, which they called the 911 Carrera with 930 Performance Body/Chassis option. 930 is the Porsche designation for the 911 Turbo. So this new type of Carrera had turbo body work, suspension, brakes and larger turbo wheels and tires. The front wheels and tires were 7 x 16 with 205/55 VR 16 while the rear were 8 x 16 with 226/50 VR 16||The in-car heater was improved by adding two extra blowers in the heating ducts of the passenger compartments. The extra blowers have three speeds and greatly improved the air circulation. All of the air outlet vents in the instrument panel are an all new larger design greatly improving the operation of the air conditioner.
Porsche also introduced their short shifter in 1985. There reason for shortening the shift travel was to avoid having the shift lever scrape the seat going into second gear when the car had sport seats. They shortened the shift travel by about 10% by moving the pivot point up by 4 mm. Starting with the 1985 model Porsche also using Boge GZ double-tube gas pressure shock absorbers as an option to the Bilstein single tube gas pressure shock absorbers as an option on the Turbo Look cars. The oil cooler was changed to a finned radiator type cooler. To provide extra airflow the opening in the front bumper was increased in size. This change was to provide a reduction of about 20~ C while driving at full load. Some Porsche customers had experienced engine failures when driving at full speed on the autobahns. Electrically operated central door locks were also added in 1984. The telescopic fender mounted antenna was replace with an active radio antenna which was mounted in the windshield.
The 1986 911 Carreras now had Boge double tube low pressure gas shock absorbers as standard equipment. The front sway bar diameter was increased from 20.0 mm to 22.0 mm. The rear torsion bars were increased in diameter from 24.1 mm to 25.0 mm. The rear sway bar was also increased in size from 18.0 mm to 21.0 mm. The 911 Turbo Look models had different size tires and rims on the rear wheels. The rim size was changed from 8J x 16 with a 10.3 mm offset with 225/50 VR 16 tires to 9J x 16 with a 15 mm rim offset with 245/45 VR 16 tires. The Cabriolet now had an optional electrically operated
Cabriolet top. 1986 was the first year that the Turbo fenders, with their fender flares, were made one piece for the front and rear instead of welded on flares as they had been previously.
The 1987 Carrera had a completely new five speed transmission, Type Code G 50, which utilized Borge Warner synchronizers for smoother shifting and improved durability. The clutch was increased from 225 mm in diameter to 240 mm to cope with the increased power of the larger 3.2 litre engine. The new larger clutch was also now activated by a hydraulic master and slave cylinder. The rear torsion bar tube has a bent centre section to provide additional clearance for the transmission. The additional clearance is required for the new clutch disc with larger rubber damper centre section. The 1987 911 Carrera and 911 Turbo had new headlights that are optically standard for R.o.W. and USA. 911 Carreras equipped with a catalytic converters had an additional electric blower mounted on the oil cooler in the right front wheel housing to prevent excessive oil temperatures. The fan is controlled by a temperature switch which is mounted in the top of the oil cooler. This switch turns on the fan when the oil temperature reaches 118~ C (244~ F). The power curves for the US version of the engine were upgraded to 217 DIN horsepower at 5900 rpm. and peak torque to 195 lb/ft at 4800 rpm.
Porsche also decided to put better brake system on the Carrera 3.2 : it received 282x24mm front and 290x24mm discs rear (instead of 282×20.5mm and 290x20mm). Pistons of the rear brake callipers increased to 42mm (as front ones) and to prevent wheel locking under big braking (which is very frequent with same pistons’ size front and rear), a pressure regulator get added to the rear brake circuit. Finally, the servo brake diameter reached 8 inches, as on the 911 turbo.
For the first year of the model, the chassis hasn’t been improved. The wheels and tyres size were similar to those of the 911 SC (185/70 VR 15 on 6J15 front and 215/60 VR 15 on 8J15 rear). Modifications will come in 1986 when Porsche equipped the Carrera 3.2 with Bodge twin tube gas shock absorbers. The front sway bar diameter raised from 20mm to 22mm and the rear ones from 18mm to 21mm. As an end, rear torsion bars now have a 25mm diameter instead of 24.1mm.