Received The Package In Several Days

Hi All- Following is a detailed DIY for installation of Adaptec wheel spacers on my '14 991 C4S. I've broken this into 2 parts, due to the number of pictures I'd like to include. I know, this is a very simple project, and some would probably argue one that hardly warrants a detailed DIY. Leave it to me to make the simple things in life much more complex! Anyways, I ordered a set of wheel spacers from Adaptec Speedware (board sponsor) via Amazon at a great price. I have the stock PASM and wheels on my car -- I do not have PDCC or SPASM or factory spacers. The package I chose for my C4S was 7mm Front and 15mm Rear spacers. Received the package in several days. Although the ad didn't state what was included in the purchase price, a set of extended wheel bolts was included in the package. More on that in a few.

So I received the spacers and bolts in silver. Overall the quality was good -- I noticed a few small burrs around the inside edge of the rears, but a quick shot with metal file smoothed it out easily. So let's get started! I used my standard 19MM deep socket with 1/2 ratchet. I put blue tape around the socket to protect the wheel surface from scratching -- I did the same with the Porsche wheel lock socket that you'll need to retrieve from your toolbox. Here's a quick comparison of the stock vs extended bolts. The length of your bolts will vary based on thickness of the spacer you've chosen. Before removing the wheel, I got out my trusty hanging pins to make wheel removal and placement much easier and safer! I mentioned earlier that the order I placed included silver spacers and bolts. I really should have ordered black powder-coat, as the OEM stock bolts are black, and I also intend to switch to black wheels in the near future. I looked at the silver on my car with the stock wheels, and didn't like.

So, my quick fix was to PlastiDip the bolts in flat black. Yes, I painted myself! In the end, the PlastiDip coating will probably have to be replaced, but for now it works perfectly and is a lot cheaper than purchasing a new set of bolts! In this pic I highlighted a curved black plastic piece that is an air director to route cooler air to the brakes. I also took the opportunity to do some wheel-well cleaning, as well as the brake calipers and other bits. With each wheel I removed, I thoroughly cleaned front face and rear tub. I used a grease, oil, adhesive and goo remover called Lift-Off to get rid of the tar bits and oil spots, before getting out the detailing products to shine everything-up! Lift-off works great, and very happy with the results! But let's get back to installing the spacers! In the drivers side rear, I first cleaned the hub and mounting surface. I used combination of wire brush and brake cleaner to remove any rust or surface debri.

Overall it was pretty clean, but I could definitely see that over time the areas where harsh NE winter salt and wet weather will continue to oxidize the surfaces it can reach. In the end I used my handy Permatex nickel anti-seize, putting just small dabs at various points on the surface. Placed the 15mm spacer on hub, pushed into place. Fit very snug, had to tap it lightly with my rubber mallet. Once the spacer was set in place, I added a very small bit of anti-seize to the surface where the wheel will contact the spacer. I then put the hanger pins in place and we are ready to remount the wheel! And here is a pic of the wheel installed in the rear. I've pointed-out how when viewing from above you can see the spacer. This will be of interest to those who have black or other color wheels. You may want to choose the black option for the spacers so the silver doesn't clash!

It's the exact opposite of hush-hush corporate security: Jaguar Land Rover wants to share everything it knows about assembling aluminum-bodied cars. And that has made Jaguar Land Rover's Solihull assembly plant in England a popular destination for manufacturing executives from Audi, Mercedes-Benz, Ford and others. Why is the company so happy to share its patented procedures? Because it hopes that doing so will save the company money in the long run. Jaguar Land Rover would like the industry to adopt standards for raw materials and tools to assemble aluminum vehicles. These standards would cut production costs, and the changes won't happen unless the big players get involved. For example, Jaguar Land Rover will buy 353 million rivets this year to assemble all of its aluminum-bodied vehicles. When production of Ford's aluminum F-150 begins in the fall, Ford will be buying about 2 billion rivets per year, assuming each F-150 has roughly the same number of rivets as an aluminum-bodied Range Rover. To push the idea of standards, White does a lot of entertaining. Ford's aluminum manufacturing executives visited too, White said. Ford declined to comment about sharing with competitors the aluminum manufacturing technology it has developed for the redesigned 2015 F-150 with an aluminum body. But Ford does agree in principle with Jaguar Land Rover. Ford spokeswoman Kristina Adamski. 750 more per unit than the steel 2014 model.