996 Classic Club Coupe

Anyone see this yet. PCA unveils restored 1999 Gen 996 Porsche Classic Club Coupe at Werks Reunion at Amelia Island. Pretty cool!

Very interesting !! Any links to more details?

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Go to PCA.Org, should come up.

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Why yes, just a couple threads down in fact https://rennlist.com/forums/996-foru...lub-coupe.html

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Missed that original post!

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Thanks, skipped right over it also........

I'm wondering how they did the GT3 swap. I can see it has the 996.2 gauge cluster from a GT3, so I'm guessing the car just got the ECU and everything straight from a GT3?

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thats pretty much what u have to do. If they started with a c4 its a little easier. My swap into a mk1 c2 required a few special custom solutions. I swaped the dme, harness, engine, trans, fuel tank and lines, coolant lines and other parts from about the trans back, axle shafts and uprights and a bunch of ither random stuff. I also had to weld in motor mounts and the bump for the oil tank in the firewall.

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Thanks for the confirmation. I knew GT3 and C4 shared a chassis, but I hadn't known anything but the front tub changed.

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it was mostly mount locations for clips and retainers, but there were a few things like the crash bar under the rear seat too. The motor mounts and firewall bump were unique to the gt3 and turbo wb chassis.

Ducktail, they used what seems to be the 997.2 Carrera S air box. Would like to know more details about specific engine, headers, cross pipes exhaust etc. I like the seats not to crazy about the double stripe. Just put a 4.0 in a 99 that weights in at 2700 lbs and the fun will never stop.

Should have taken a 997.2 Sports classic and added 996.1 front end and called it a day...

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That's too easy, they had to do the "near impossible" to "strut their stuff" !!

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Eh nothing is impossible when you have access to an entire parts catalogue and a marketing budget Like I said in the other thread, this is a fantastic way of showing what's possible with Porsche's Exclusive Manufaktur aka Special Wishes Department. GT3 swap with a ducktail? No problem, hold my German lager And since this program is available through their Classic program you can let your imagination go wild as much as your wallet allows.

It would honestly be a lot more intriguing if they did something that could be offered to more 996 owners. X51 retrofit? Restart of manufacturing for certain interior parts (namely anything in granite gray that cannot be bought anymore)? Maybe even something like selling that ducktail as a primed part? This car is hugely impressive, but its out of reach for 99.9% of 996 owners, and anyone with that kind of money is probably just going to buy a factory GT3, not swap a GT3 motor into a Carrera.

It's going to travel around the country at different PCA events. With the travel will come lots of questions and eventually details and answers. Looking forward to hearing all about it and what parts will be sold thru Porsche Classic. Still want to know what the project cost.

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man since you are such an awesome wrench I would like to buy this car and then we can put the engine and tranny in my 99. I bet this would be an awesome built. My mechanic may Not want to mess with this thing. This one would be another one of one and we can learn Italian in the process. A built gt3 engine. I tried some of these ones today while I was detailing vacuuming the car. can buy many cases for the project af off course cash payment for your work.

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Cant be that hard although mk1 gt3 stuff is a little bastardized. Im sure i could get it to work.

I really want to get rid of the normal "spoiler" on my 2000 C2 and put a ducktail. Anyone know who makes it for this "Classic Club Coupe"? This one looks similar to CSR as installed in the youtube 9Werks TV channel (his 996 "Little Irish"). If Porsche offered it for sale, I'd buy it in a second.

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I know Getty design offers a wide variety of rear decklids. Ive not ever run one of their products, so I can not attest to fitment, but their costs seem to be in line for a FRP lid. I’m sure others could weigh in on it. Personally I do prefer the oem parts with my aero kit-which I’ve added, but I’ve heard some have had good luck with different decklid options. The offering from Getty (that appears closest to the csr lid) is listed as their Ducktail Classic. Give their site a look in the 996 section, and go to street decklids and tail bases. I’d avoid frp on front bumpers and side skirts IMO. There are some other carbon fiber options out there for the decklids depending on what your budget may be- I’d have to dig a bit deeper to see if we have sources for them in the states (maybe there is an option like the csr lid) I’ve not seen anything offered from Porsche yet, but maybe we will see an offering in the future?

PCA and others have released new videos on the car. There�s even luggage with the pepita theme. I would have just kept all the black leather with the blue deviated stitching. Sorry I don�t like pepita. Anyway the more i think about it. A 400 hp 3.8 custom built engine will work better in my opinion.

Hoping we get more info on it soon. Don't know if questions weren't asked or if it's being kept under wraps. It's inevitable that we will get all the info. All is looking good on the horizon for the 996.

It’s a wonderful car and much applause on the endeavor BUT I still see a lack of imagination to exploit their true potential

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You keep on saying lack of imagination ... so curious ... what would you do? Only rule is you can only use OEM parts (nothing aftermarket because you work for Porsche) and it has to be somewhat period correct. Go!

Porsche's official website link to the Club Classic. https://www.porsche.com/usa/accessor...ssicclubcoupe/ Car and driver article link: https://www.caranddriver.com/news/a3...coupe-details/

You say nothing but Porsche parts I�ve never seen a ducktail made to fit a 996 nb from factory and yes pulling parts off a shelf doesn�t show the full factory potential it only admits that the original setup created by them was faulty why not create a better stock engine x51plus that could have been made to the 996 world instead of going to the aftermarket

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Sure, but there was one fit to the 997 Sport Classic and the 996 and 997 are very similar underneath. Wide body and narrow body cars share the same decklid size so that that doesn't matter. Given that Porsche took the donor car apart to a bare frame and started from scratch I think adapting that 997 Sport Classic ducktail is a minor issue. They already hinted that they might be adding the wheels and the duck tail to their classic catalogue for you to purchase. I'd argue the opposite. If you say that off the shelve factory parts are faulty and why not be more creative, then why use a M96 with X51? Sure, X51 makes it "better" but it's not like those engines didn't have the IMS problem and bore scoring. There are plenty examples of cars with X51 with failed engines. Putting a GT3 motor in there shows more imagination than installing M96 X51 that would be a simple plug and play.

Don’t you think a solution to the ims / bore score from the factory would have an answer to common problems as well keeping the 996 on the road longer to me it would have shown more imagination? I think the 997 classic lids are not the same size as in the 996 because they were all wb cars

haha I think you're dreaming if you think Porsche will come out and say... "hey, you know that pesky IMSB and bore scoring thing that has been taking out engines?... well yeah, we fixed the problem on this 1 out of 1 car". There is imagination and there are smart business decisions.

If Porsche makes it then it's a Porsche part even if 0 are for sale. Seriously, though, the 996 is part of the Porsche Classics catalogue and if Porsche receives enough requests for the duck from owners I'll bet you lunch they'll sell one for $19,000 on that-there website. https://content.eu.porsche.com/prod/...ational&se=996 Also, yes, Porsche moved on from the IMSB after the class-action settlement. The new classics will be running on elec- hey look over there!

I would have more impressed if they did build it as a hybrid that would be special

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i run multiple types of fuel on it. Shell V power 93, ethanol free 92, and race fuel 104. Not certain I want to run Don Q 151 in it. Time to wash the car and get fck up. Just bought these and took the car to 125 and 140 while doing it. Two 100 proof bourbons and Don Q 151, that one is special, fresh squeezed orange juicy, lime midori (watermelon liquor), the prepared drink looks sicodelic but will take you on a trip as you were doing drugs while you�re not. It�s sweet and sexy, females dig it. A normal trip to my dispensary.

Lol let’s hope you didn’t hit 140 after the first visit purchase got finished before the second

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The problem with the X51 engines, even M96/01S, is that they're still based on the M96/0x block, and will always inherit the flaws associated with that design, like IMS bearing, bore scoring (Alusil bores generally), AOS, integrated "dry" sump (and its starvation problems), mediocre cooling paths, etc etc etc. The fact is that the M96/79 is just a better engine to start with. You can buy a new or remanufactured M96/79 from Porsche for about 20k USD right now. The cost of just the X51 engine parts to turn an M96/01 into an M96/01S (the most reliable M96/0x engine built as far as I'm aware) is well over 12k USD. You save some money, but in return you are having to start with a used engine, its going to take a lot more effort to build as opposed to just pulling a Mezger off of a shelf, and you are going to get an inherently worse engine when you're all done with it. Not to mention that the early X51 engines (what you would have to put in a 996.1 without all of the rewiring the Mezger needed anyways) was never actually sold in the US, and isn't technically legal here as a result. I don't even know if an M96/01S can pass CA smog for instance. What I do know is a thread here with someone who built an M96/01S for their 996 mentioned that the ECU mapping was a pain, and that the car never ran quite right on US-quality gas. The bottom line is that when you're stripping a car all of the way down like they did, and you have the entire Porsche parts catalog on hand, its really easier to just put the GT3 powertrain in. Any money you would have saved on parts with an X51 gets flushed away by the cost of labor, and at the end of the day, you still have an Alusil block with coolant and oiling problems that instead of being done away with entirely are rectified by an expensive and underwhelming retrofit kit. Just for reference, the X51 kit on 3.4s gives you new cylinders, new valves, new cams, new heads (with an extra oil line), a new oil pump (adapted to feed said extra oil line), a new sump baffle, a center radiator, and a different Motronic ECU map. The 3.6 does away with the special cylinders entirely. Its really not that special, and was developed as a stopgap in the first place. Personally I would have much rather seen an M96/76 in the car to keep with the "early" 996.1 theme, but the M96/79 is honestly the best NA engine Porsche ever put in a 996 from the factory. Sure you lost the cable throttle, but you gain VarioCam and an 8,000 RPM redline. Can't really complain about that, even if you get the uglier OBC cluster, the E-Gas, and the more intrusive Motronic 7 ECU.

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now my car with an ApR tune is doing 4.6 seconds to 60. Almost as fast as i want. If I get a well built 3.8, with Hoffman big valve heads and cams, the car will be faster than most. Instead of following, I�m going my own direction. Yes and I haven�t paid a fortune for it.

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Nothing wrong with doing that, and for most people its probably the right direction, but I doubt Porsche will ever offer anything like that through their classic program.

@H-Atkinson gets it. Additionally, the cost aspect of this is moot when you're Porsche and can just pull stuff off the shelve. FWIW, plenty of thought and imagination was put into this project and it was not a quick marketing, slap some stuff together job. Per the PCA article, " The idea to make the Classic Club Coupe has humble origins: a conversation between the PCA Executive Council and Porsche Classic executives at an In ‘n’ Out during Rennsport Reunion VI in November 2018. In June 2019, PCA purchased a model-year 1999 911 (built in 1998) in a state of severe neglect.......The car was then shipped to Stuttgart-Zuffenhausen for the restoration, which included total disassembly of the car. The body-in-white was then restored and strengthened. PCA, Porsche Cars North America, and Porsche AG provided input to guide the course of the restoration, which was completed in February 2022 ."

Yep, pretty much signals that Porsche won't be developing any new ideas or solutions as it pertains to the M96 engine. No worries. I think the aftermarket has developed the solutions brilliantly. Certainly not in Porsche's best interest to use them. But it is in our best interest. Maybe Porsche will expand on how to buy a GT3 engine and provide all the items needed to successfully swap. Maybe not. I am not holding my breath. Either way it will be expensive unless you have the skills of De Jeeper to do it yourself to cut service costs. Either way, what Porsche did was good for the 996 and will ultimately bring more ideas and solutions to us.

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I agree, even a "Classic Club Coupe Kit" would be a nice gesture from Porsche as an attractive approach to restore/update a tired 996, but I'm afraid sticker shock would follow. Even if the "kit" only provided the necessary power-train parts and instructions that any competent shop could follow. It's the multitude of little things and small parts and small changes and learning/figuring-out that makes something like this time consuming and difficult. People who have never done anything like this have no idea what De Jeeper went through ..........He pretty much had his hands on every part of the car, and the decisions were many...

Singer, Gunther... Coming soon the De Jeeper 996 Program

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I'm wondering how much easier swapping a 996.1 GT3 driveline into a cable throttle 996.1 would be. As far as I'm aware, they use the same ECU (edit: to clarify before this gets taken wrong, the same Motronic 5 ECU with a totally different program, I just mean it doesnt jump to Motronic 7 like the .2), the same pinout for the gauge cluster, etc etc. Really all you would need to swap as I understand it is: -engine -3rd radiator -engine mount points -bulkhead with space for oil tank -ABS controller -suspension uprights -GT3 brakes -Gearbox, or re-gear your existing gearbox (pretty sure the 996.1 GT3 box didn't get the cooling fins, just different guts) I've never seen a 996.1 GT3 wiring harness though, so it might be just as much of a pain as the .2 driveline if they're different.

The issue is there r very few gt3 mk2 and even less mk1. U could deffinately build from new but parts would be north of $100k. No matter how good the car would be very few would ever be commisioned. I didnt really find the swap to be hard or overly time consuming so developing a program would be easy but not finacially sound. If u won the lotto i could just start the buisness for the fun of it?

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Right !! Having a "donor car" was the key to your swap being manageable as far as time and difficulty and cost. But on a larger scale was what I was thinking and "donor cars" would not be possible or readily available, and the time and difficulty and cost would increase dramatically, along with sourcing individual parts..

If your in it for the long haul with your 996, and you keep looking, especially during difficult economic times, you never know what you may find with parts. But yep, it's an expensive proposition any way you cut it. Still haven't seen what the cost of the club build was. Very curious. In 20 years, our cars will be worth a heck of a lot more than they are worth today, independent of having an M96 or Mezger.

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Used engines actually seem fairly common in Europe (about 15-20k USD + shipping to get one into the US as I understand it), and the commonalities between the .1 Carrera and .1 GT3 would hopefully solve the issues of not having a donor car. Most everything else is either a wear item or readily available (suspension, brakes, control modules, harnesses, clusters, etc are all available on the new and used market per my cursory research, some only used though). I also know the cup cars used M96/76 not M96/79, so there's potential to pull engines from GT3 Cups that get damaged beyond repair. Obviously those engines are going to need some adjustment to be road legal though.

Just realized, but that ducktail they made wont even fit a Carrera. GT3 and Carrera airbox connections are in different spots, this deck lid they created for the Club Coupe Classic would fit a GT3 only.

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True but i would guess that they woild make both versions. Why sell 3 when with a simple change u could sell 100s.

Hadn't seen this video previously, sorry if it's a dupe. https://www.porsche.com/usa/accessor...ssicclubcoupe/

PCA actually has a new video on it, haven't yet watched. Hoping for technical details and a cost breakdown, but that's probably a delusional ask lol. You Tube

Although I love what Porsche has done here, this body kit and idea is nothing new. CSR has been doing this kind of ethos for many years and the ducktail works with a regular carrera. Obviously Porsche ups the ante with the GT3 parts and great interior, but making a look a like would be fairly easy on the exterior.

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The special part of this car isn't the body or the wheels. Even the interior is trivial, what's unique here is that they've put a complete GT3 powertrain into a Carrera 2, and done so while keeping a generally OEM look and feel to the car. Personally, if they could do something like this without any of the cosmetic changes (literally just GT3 engine/trans into a Carrera while keeping the base Carrera bodywork) I would be really serious about spending the money to do that to my 996. I've personally never really liked the GT3 bodywork (wing, splitter, and rocker panels all look like bloated afterthoughts on the clean lines of a 996.1 imho), so I'd rather forgo them. Now obviously given Porsche has literally their entire parts catalog at their fingertips, this isn't a huge feat by any means, but its still hopefully a look at the future of the Classic program, and if anything an admission that the M96/0x engines with their integrated "dry" sumps aren't all they cracked them up to be almost 25 years ago.

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Doesnt take porsche or their entire catalog to do this. It just takes money. I did it in my garage and the aero kit can be removed on any 996 if u dont like it.

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Oh I absolutely know. I followed your thread closely. Trouble is I dont have the space for a lift, and personally would rather have an M96/76 than an M96/79 (for the cable throttle, .1 cluster, lack of VarioCam namely) but woudlnt even know where to start with buying a 996.1 GT3 wreck from Europe to part out (assuming there are any 996.1 GT3 wrecks to part out in the first place). As for aerokit removal, the bumper and the wing are easy, but the rocker panels will leave behind holes in the sills.

The sills use 3m tape on top, i guess there would be holes in the bottom but who cares. I hear u on the motor. I looked for 3 yrs and only saw 2 wrecked gt3 and i bought one if them for way too much. Not really sure why u would want the lower hp mk1 engine. Its kinda a bastard of an engjne just to keep a throttle cable, but u '98-99 guys r weird

Still want to know the all in cost for the Club Coupe...

Has Porsche ever given the all in cost on any car before? I have seen speculation on the 959 cost but no official number. I know you are curious but who cares their cost anyway? what is the cost per hour they would use for example? And would you use the manufacturing cost of parts designed 20 years ago? I just don't see how that number matters to anyone.

The club coupe comes from their restoration group. They stated in the pca video that the program is alive and well, so they are able to handle anyone's project. So there is a cost. Some folks like me want to know.

Funny Story, I just sold my early build 99' 996 Carrera, my beloved car which I had many many great life experiences with, to Rob Sass. He's the editor of Porsche Panorama Magazine. I will miss the car very much but I have a Speed Yellow 996 turbo that I'm modding in the same fashion and I know that my former Carrera is in good hands and will be enjoyed vey much by Rob.

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And proud of it! Not to say that if a reasonably-priced .2 came up at an opportune time I wouldn't be all over it.

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Rob mentions he just bought a 996. That happened to be mine. Despite the milage 195K he valued the BBi tuned Ohlins suspension and components and the rebuilt engine with Nikasil liners that's been running strong for 30k miles since it was rebuilt. I also changed out all the worn pieces I could on it. All the worn rubber and plastic parts, seals and upgraded the projectors to the retrofit labs projectors. Added all the underbody panels. Learned a lot with that car that im now applying to my speed yellow 996 Turbo restoration. These cars are so great when they are refreshed. Rob told me he drove it 250 miles back and its everything he was expecting and he's very happy. We will see what he does with it.

IMHO, cost and what Porsche spend on this is irrelevant. Listening to the podcast, you'll learn that they didn't simply bolt on parts and swapped in the motor. A lot more thought and engineering went into it in order to pass their factory requirements and tests. It seems like they built the whole thing with the same requirements in place as if the car was going to be sold to general public. We know that it's not but the level of effort put in could foreshadow that some things could be making their way to their classic parts catalogue.

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I've not yet had a chance to listen to the podcast, but it makes sense. Even without doing a bare-metal restoration like they did (from what I remember, they even re-galvanized the chassis), there is a lot of cutting, welding, and reworking involved just to fit a Mezger into a Carrera chassis. You have to change the rear bulkhead (oil tank clearance), the engine mount points (different for M96/0x and M76/7x), and from what I remember De Jeeper had to cut some out of the front firewall (though I can't recall why, so I won't make a wrong assumption). That is then on top of swapping the wiring harnesses, ECU, ABS module, gauge cluster, etc. Its not a straight swap that you can do with a lift and an assortment of wrenches, but at the same time, there really shouldn't be a whole lot of engineering behind it. It makes perfect sense that this car was a sort of trial run for something that will eventually become a program offered to the general public, however what I'm also hoping is that they offer this as parts not just a service. Knowing Porsche its going to cost as much as if not substantially more than a brand new 911 to get a 996 rebuilt like this, even if you offer a donor car, but the parts cost really shouldn't be that much. Obviously the hard part for them is the logistics and labor, but maybe the classic center in the US might be able to do something similar? I know they have a restoration center in Atlanta already.

The firewall cut was for the oil tank. Its a seperate stamping made by porsche... hopefully they will offer it without the entire firewall and same with the motor mount pieces. If u could just get the raw parts instead of the assemblies it would be a 2-3hr job for a body shop. The hardest part was locating and installing new scew studs to retain the hose clips.

I spied a new front lip design in the first photo in the Panorama article. the original design tapered from the middle to the ends. The new design seems to be fat in the middle with a notch and thinner sides. I wonder if that is specific for the ducktail vs taco spoilers?

Imho that impression is due to the paint colour, the direction of lighting and angle of view. I'd say it's as we know it from the aero kit. The picture above and taken from the aero thread is similar wrt to angle and a light colour and makes the two look identical.

^^^I think he was talking specifically about the �lip�� you can�t see it in your photo, because it�s in full shadow (or maybe it�s not even there)�

@dporto you are correct, I was referring to the lip

I see what you mean, thanks for pointing it out. Since they had the prototype in the wind tunnel perhaps they found that a new lip was required to balance front to rear lift with the ducktail at the rear (as opposed to carrera or gt3 wing).

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[Image-only post; no author-written text. Original image references:] https://rennlist.com/forums/images/smilies/biggrin.gif https://rennlist.com/forums/graemlins/roflmao.gif

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I think early Mk 1 cars fitted with aerokits had the retaining strip retained with metal piercing screws (8 screws securing each retaining strip), so it would leave holes in the visible section of the rocker metalwork. Strange comment regarding the Mk 1 996 engine (all the moreso as it was never officially sold across the pond) but rest assured, the Mezger used in the Mk 1 996 GT3 was not in anyway a b**tard. It�s a fantastic piece of engineering that with some well chosen exhaust and inlet mods will produce 400-410hp whilst retaining the simplicity of a cable throttle (if that�s your thing) and a more basic Variocam system. And let�s not forget, it came complete with titanium connecting rods, and was the closest iteration of the Mezger engine (and the 996 chassis) to the Cup cars the factory ever built, as all the subsequent versions became increasingly distanced from their roadcar brethren. As for the cable throttle �debate� on a C2/4 Mk 1.1 996, I�ve never bought into the it�s better than the FBW Mk 1.2 or .2 cars. Any decent mapper will be able to tweak the later car�s ECU to give the same throttle response as that of the cable throttle car�s if you find them lacking from that perspective.

I hope that this sort of thing develops into more cars and a full fledged program. I'd love to be able to send my Targa back for an extensive (and expensive!) rework. Something along the lines of Ferrari's Special Projects would be really cool.

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I agree with everything you posted, very well thought out and knowledgeable, but seems you are a bit biased to the FBW ( probably because that's what you own, I get it ) . The metal cable/spring to operate the air valve is overkill and simple just to open/close the air valve (butterfly) but that's what makes it give the piece of mind/confidence/control. FBW is mainly used to give the computer/programmer control over the air valve (butterfly), while it can mimic the metal cable/spring design in function, it can also "override" and do it's own thing according to programming, which is not a great feeling to those who know/realize when it happens or if it happens opposite to what is wanted.

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Thank you for your considered response. I�ve been fortunate to have owned five Mk 1 996 GT3s over the past 17 years (all cable throttle) a couple of Gen 1 997 GT3s, a 996 GT3RS and a couple of 996 GT2s, all of the latter were FBW throttle, and quite frankly I really don�t get what all the fuss is about, as in all the miles I drove in them, the only time I was aware the FBW throttle/ECU were doing their own thing was in the GT2s when the adaptive ECU would soften the throttle response after a few minutes of slow speed urban driving, or if I�d been mean with quality of fuel I�d used. Both were easily addressed As you will know (better than most I suspect) forums such as this can be hotbeds of myths and misinformation, all too often the information is well intentioned, but inaccurate, or is actually a personal and highly subjective perspective based on hearsay from �my mate�s, cousin�s uncle�s mechanic who is a YouTube accredited master technician at Toys R Us ...) and whilst the above is occasionally true, there�s also a wealth of really solid, useful and accurate information based on fact/s to be found on here, but sometimes the two can be conflated ... I�ll leave the cable throttle disciples with this thought : If FBW is considered suitable and safe (or safer ?) for 99.9% of commercial aircraft, the Carrera GT and every roadgoing 996/997 and 991/992 GT3 built since 2001) I�ll happy take my chances with it and live with it�s �perceived shortcomings�

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You have been fortunate indeed to have so many top of the line examples. And again I agree the forums can be a hotbed of myths and misinformation, and I just try to bring some technical and fact, or truths with some common since views on things as I see them. It's been my job to listen to complaints of the products that are being produced, and fix or at least explain why they are like they are. In 45 years as a Dealer Technician I have never had a "real" complaint of throttle cable/return spring giving an issue. The "alleged" issues have always turned out to be caused by "floor mats" getting caught up on the accelerator pedal, or just drivers/feet error.I have never seen a confirmed issue of a throttle cable/return spring failure.. On the DBW systems there has been multiple complaints ( although most are just a design function) where if barely touching the brake pedal at the same time as the accelerator pedal,( such as merging into traffic) the car will not respond. The computer will take over and not allow acceleration, and cause a dangerous situation when trying to merge. On the Track, the DBW system will not do as you wish when Trail-braking.The system is always defaults to believing the brake input, and ignoring the accelerator input, this can be programmed out, but programming it out will make it a lot more likely for a dangerous situation to occur. A "properly trained brain" can make these decisions a lot more safely and correctly than a "computer" , the only thing a computer can do better/faster that a "properly trained brain" is add and subtract...That said, the DBW is here to stay as people get "dumber" and the brain is less "trained" for such stuff as this..lol

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Man o Man... I was a back counter lead at Lexus/Toyota during the "accelerator issue" and brother I wish I could show you some of the cars that came in saying they had the episode. Customers would buy rubber mats and place them on top of carpeted mats, most of them didn't even have the carpeted mats secured which inevitably caused mishaps. My favorite story was walking through the drive and seeing a Yaris hauling *** towards the service entrance and Thank God the person had the thought to push the shifter into neutral.... RPMs were screaming. The dude gets out and starts saying that the car accelerated on its own, the head tech had his phone recording and ran over to help the person, turns out the owner had two matts and one of them was pushing up on the accelerator. Our Service and parts manager agreed that if a customer purchased floor mats from the retail counter, they would not be given the mats unless a service ticket was opened and a tech installed them. Any vehicle that arrived for service that had multiple mats would have the interior photographed and noted on the service ticket. They would also offer the customer a set of rubber mats(or weather tech) for 20% over cost. The plastic clips would be replaced if damage free of charge.

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Right !!! I never worked for Lexus/Toyota, but I heard of the "accelerator Issue" they had and that it was the floor mats that caused it. It didn't surprise me one bit as I had been seeing it for decades. I have worked for FoMoCo , Mitsubishi, and Porsche Dealerships for a total of 45 years. Unsecured floor mats are an accident waiting to happen !!!

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Like the song says �blame it on the alcohol � no questions asked ever.

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Holy thread resurrection Batman !! I'd suggest it's more likely a sop to the item used on 997.1 GT3 RS ... :