Special Tools & Consumables

Oil-pressure-relief-valve alignment tool. The bore tolerance is tiny, so the valve must be centred with this tool as the retaining plug is fitted. Early ('82–'86) and threaded ('87-on) blocks take different versions.

Locks the crankshaft (or flywheel ring gear) so the front crankshaft bolt can be loosened or torqued without the engine turning.

Holds the camshaft against the cam-drive torque during timing-belt and cam-sprocket work so nothing slips out of time. Sold as the P9248 camshaft hold-down (Porsche 000.721.924.80).

Pin spanner that holds the balance-shaft sprocket stationary while its retaining bolt is loosened or torqued, so the shaft cannot turn out of time.

Bolts to the starter opening to lock the flywheel ring gear with the engine in the car — counter-holds for the crank pulley bolt and holds TDC.

The engine-out flywheel lock — provides counter-torque for the crankshaft when the engine is on a stand (the in-car lock P9206 bolts to the starter opening instead).

Measures the rotation angle for torque-plus-angle tightening — cylinder-head bolts and other fasteners specified as, e.g., 20 N·m + 90° + 90°.

The factory belt-tension gauge — the correct way to set the toothed timing belt, the balance-shaft belt and the poly-rib accessory belt (the specs are given as tester readings, not deflection). The master gauge 9201/2 is used to calibrate it.

Sets the 0.5 mm reference used in the valve-timing check; a 0.5 mm feeler gauge does the same job in a pinch.

Measures engine-oil temperature so idle and CO are set at the specified oil temperature (70–90 °C) rather than by guesswork — probe 9122/1, or 9122/2 on later cars.

Plugs into the engine-bay diagnostic connector on 1985½-and-later cars: defeats the idle stabilizer for idle adjustment (its green lamp lights when defeated) and reads the DME fault/lambda blink codes — the tool the B–C jumper substitutes for.

Turbo boost (charging-pressure) gauge — connects to the intake to verify the wastegate/KLR-controlled boost against the specification.

Fuel-pressure gauge with a hose that tees into the fuel rail to check system, running and residual (leak-down) pressure.

The period shop engine analyzers the factory DME diagnosis procedure was written around — its dial settings assume a SUN 1010/1080. Any modern oscilloscope or engine analyzer reads the same speed- and reference-sensor waveforms.

The Bosch shop engine tester referenced alongside the SUN units in the factory DME diagnosis — again, period equipment; a modern scope covers the same signal checks.

Compresses the valve springs to release the collets when removing or refitting valves in the cylinder head.

Low-strength threadlocker for small fasteners that must still come apart easily — set screws, adjusters and fine threads.

High-strength (permanent) threadlocker for studs and fasteners that should not loosen in service. Heat is needed to release it.

Anaerobic flange sealant for rigid, gasket-less metal joints — the go-to for machined case and cover faces on the transaxle cars.

Non-setting universal jointing compound. Stays pliable, so it seals joints that may later be disturbed without bonding the parts together.

High-strength retaining compound for slip-fit cylindrical assemblies — bearings, bushings and sleeves into their bores (648 is the high-temperature grade).

High-temperature assembly paste (anti-seize). Brushed on bolt threads and slip surfaces to stop them seizing and to give a correct, repeatable torque.

The heavy universal cold grease Porsche specifies for certain assemblies (available from Porsche or VW dealers); a good-quality equivalent works.

DOT 4 hydraulic brake fluid. On the 944 it also serves the hydraulic clutch, which shares the brake reservoir.

Dexron II D automatic-transmission fluid — the Type 087 automatic transaxle and the power-steering system.