Wide Body #0087 Recreated
01-16-2019, 01:01 PM
#16
Rennlist Member
(according to the US-VIN range including all 964 Carrera such as Carrera 2 and Carrera 4 Widebody ( a regular Carrera 4 was no longer available modelyear 1994))
yours is No.126
Mark´s - is No. 2 - (that is nothing new , Mark ? - No. 1 is in Germany)
0417 is No. 228
Best from Germany
Norbert
yours is No.126
Mark´s - is No. 2 - (that is nothing new , Mark ? - No. 1 is in Germany)
0417 is No. 228
Best from Germany
Norbert
Mr. Wolfe
01-16-2019, 10:26 PM
#17
Racer
Thread Starter
OK so one of the issues I knew about when I bought the car was the 'wet' motor. I made arrangements to take the car to Black Forest Automotive in San Diego for a most likely rebuild. But before I thought it would be good to get the underside cleaned up. Enter Cryo Werks also in San Diego http://www.cryo-werks.com, for some dry-ice blasting. Here is a description of the process from the owners.
'Dry ice blasting was developed by Boeing to clean aircraft and aerospace equipment without disassembling them. Dry ice pellets, when blasted, turn from a solid to gas upon contacting whatever that’s resting on the surface—without taking off anything that wasn’t originally there. The pellets aren’t removing the surface grime, the pressure of the gas is. The PSI adjustability is pretty impressive. For example, it can remove the ink from a business card without harming the cardstock. It can even remove the “M” on an M&M without damaging the colored coating'.
Pics to follow ...
'Dry ice blasting was developed by Boeing to clean aircraft and aerospace equipment without disassembling them. Dry ice pellets, when blasted, turn from a solid to gas upon contacting whatever that’s resting on the surface—without taking off anything that wasn’t originally there. The pellets aren’t removing the surface grime, the pressure of the gas is. The PSI adjustability is pretty impressive. For example, it can remove the ink from a business card without harming the cardstock. It can even remove the “M” on an M&M without damaging the colored coating'.
Pics to follow ...
01-16-2019, 11:12 PM
#22
Rennlist Member
So what kind of residue is left over and how much of a mess does it leave? I was considering investing in this in the future.
01-16-2019, 11:33 PM
#23
Rennlist Member
01-17-2019, 02:02 AM
#24
OK so one of the issues I knew about when I bought the car was the 'wet' motor. I made arrangements to take the car to Black Forest Automotive in San Diego for a most likely rebuild. But before I thought it would be good to get the underside cleaned up. Enter Cryo Werks also in San Diego http://www.cryo-werks.com, for some dry-ice blasting. Here is a description of the process from the owners. ...
01-17-2019, 05:00 AM
#25
Norbert, Now you have me confused.
According to the info provided by Porsche for volume models the first 50 Vin numbers were reserved for test vehicles and number sequence 51 to 60 were used for specialized vehicles, for further testing within the fleet of development vehicles. The series vehicles sold officially therefore usually start at number 61 if they are produced within the same year as the test vehicles. The confusion lies with the M718 coded cars. As with the 1994 MY US spec 964 turbo the first 60 Vins were from 1993 and must have been M718 coded as well with no test mules for 1994. Although 288 of the turbos were M718 coded from 1993 to 1994 all were considered 1994 MY cars here. Although the M718 coded cars were not all in sequence and some Vins were skipped over with R coded engines and no 718 code while later vins received P coded engines and M718 code.
Whether or not the test vehicles existed or not is something Porsche would know although I have no doubt the US DOT would be upset if they found out they didn't but Porsche played a lot of games back then to meet US DOT standards.
I see where you break out the 13 Canadian cars from the 267 lower on the page of your site. I am confused whether or not you are saying that Greg's car is the 126th C4 WB or if it is the 126th 964 coupe made either C4 or C2. The info I have shows that the C2 and C4 WB were made in the same line at the same time. For his to be the 126th WB would mean Porsche made most all the C4's first then the C2's which contradicts the vins I have for C2's. A friend of mine owned a C2 that was early in the sequence. Unfortunately the car was lost at Watkins Glen a number of years back.
I must assume you have a list of all Vin numbers and option codes to know that Vin 417 was the 228th WB made?
According to the info provided by Porsche for volume models the first 50 Vin numbers were reserved for test vehicles and number sequence 51 to 60 were used for specialized vehicles, for further testing within the fleet of development vehicles. The series vehicles sold officially therefore usually start at number 61 if they are produced within the same year as the test vehicles. The confusion lies with the M718 coded cars. As with the 1994 MY US spec 964 turbo the first 60 Vins were from 1993 and must have been M718 coded as well with no test mules for 1994. Although 288 of the turbos were M718 coded from 1993 to 1994 all were considered 1994 MY cars here. Although the M718 coded cars were not all in sequence and some Vins were skipped over with R coded engines and no 718 code while later vins received P coded engines and M718 code.
Whether or not the test vehicles existed or not is something Porsche would know although I have no doubt the US DOT would be upset if they found out they didn't but Porsche played a lot of games back then to meet US DOT standards.
I see where you break out the 13 Canadian cars from the 267 lower on the page of your site. I am confused whether or not you are saying that Greg's car is the 126th C4 WB or if it is the 126th 964 coupe made either C4 or C2. The info I have shows that the C2 and C4 WB were made in the same line at the same time. For his to be the 126th WB would mean Porsche made most all the C4's first then the C2's which contradicts the vins I have for C2's. A friend of mine owned a C2 that was early in the sequence. Unfortunately the car was lost at Watkins Glen a number of years back.
I must assume you have a list of all Vin numbers and option codes to know that Vin 417 was the 228th WB made?
Such cars, however, only ever existed in the year of the model launch. And that actually only until 1990 ( introduction 964 Carrera 2).
In 1994 there were no test vehicles at all, not even on the Turbo 3.6. There was no money for that. The chassis numbers 1 - 60 were not assigned, that's all.
There are some exceptions over the years, e.g. the 993 Turbo, here the pre-series cars were sold and have VIN´s from 0001 upwards.
This practice has nothing to do with the M718. I mention the number and the reason for the M718 C4 Widebodys in my text.
I use the chassis numbers list of all C4 Widebodys as a basis for my numerical naming. If you really wanted to say bindingly which car was produced when, you have to use the production numbers.
Best
Norbert
01-17-2019, 08:53 AM
#26
Rennlist Member
This is interesting. I am sorry to drag this out but I don't see where you address the first 60 cars in the link other than the numbers weren't assigned. It was my understanding explained to me by someone who worked for the US DOT that all auto manufacturers were required to actually test a minimum of 50 cars for each MY to show compliance to ever changing US DOT standards otherwise they would not allow them to be imported. I might have misunderstood what he explained and unfortunately is no longer with us. It would be nice if someone could shed light on the actual requirement. I do know that some Exclusive cars like the one off America GS were air dropped to a remote location in the US so to bring them in under the radar so to speak.
Regarding the M718 code you mention Porsche assigned the first 137 TL C4's. AFAIK they did change the chassis designation so they could be sold in the US as the following MY. These cars AFAIK all were early built and used the build year P code engines in the case for MY 1994 718 coded cars. They did this with the RSA, Turbo 3.6, 928GTS, 968 and I believe the Speedster as well. In the case of the 928 the first 20 cars were 718 coded and were in actuality 1993 spec'd cars and did not receive the changes made to the 1994 MY. Of those cars that I have checked that had code 718 all had P code engines with R code chassis.
Regarding the M718 code you mention Porsche assigned the first 137 TL C4's. AFAIK they did change the chassis designation so they could be sold in the US as the following MY. These cars AFAIK all were early built and used the build year P code engines in the case for MY 1994 718 coded cars. They did this with the RSA, Turbo 3.6, 928GTS, 968 and I believe the Speedster as well. In the case of the 928 the first 20 cars were 718 coded and were in actuality 1993 spec'd cars and did not receive the changes made to the 1994 MY. Of those cars that I have checked that had code 718 all had P code engines with R code chassis.
01-19-2019, 11:20 AM
#28
Racer
Thread Starter
