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JFP in PA

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Everything posted by JFP in PA

  1. JFP in PA
    DTC 9110 indicates the DME is not communicating, could be the DME, but as you have been switching harnesses around, I'd start by checking to make sure the harness is good (no breaks or shorts, lose connections, etc.) before swapping out the DME.
  2. JFP in PA
    No need to apologize, it takes years of working on these engines before you become proficient in "Porsche speak"............🙃
  3. JFP in PA
    If this is what you are referring to: Porsche literature describes it differently (lifter housing), but to answer your question, there is no particular procedure to remove it, but it needs to be retorqued to 7.5 ft. lbs. when reinstalled
  4. JFP in PA
    Can you be more specific on what "follower plate" you are referring to?
  5. JFP in PA
    Brake fluids have a defined shelf life, usually around two years in unopened metal containers, but I have no data on plastic. This is exactly why it is always a good idea to own a brake fluid moisture tool, which is cheap insurance. 😉
  6. JFP in PA
    Correct.👍
  7. JFP in PA
    Then I would say to leave them submerged in the oil until you are ready to install them; they sound like they are ready to go.
  8. JFP in PA
    Let them soak overnight, then try pumping them.
  9. JFP in PA
    They should individually be pumped up while submerged in oil, and should come firm when the air is out of them. Then leave them submerged until you are ready to install them.
  10. JFP in PA
    Welcome to RennTech Thermostat may have failed; I would check the hose running from the engine to the radiator when the car is running and warmed up; if it is cold, either the thermostat is stuck, or radiator is blocked. You can check the radiator for blockage by using a non-contact pyrometer to see if some of it runs cold or cooler when other sections are hot.
  11. JFP in PA
    That is going to require it be scanned with a Porsche factory diagnostic system, PIWIS. I am unaware of any aftermarket tool that can do that.
  12. JFP in PA
    The part you replace is correct for the code, so the question becomes why the DME isn't seeing the correct data. Does your live data read out show the pressure signal from the sensor moving in the correct directions (vacuum to pressure and back) when the engine is revved? Are you sure the DME has never been reflashed (aftermarket software often interferes with sensor signals to gain performance)?
  13. JFP in PA
    The Porsche tool for holding the cams (Tool 9624) holds both at the same time:
  14. JFP in PA
    Welcome to RennTech The problem happened because I don't see any mention of locking the cams, a critical step, to keep them from turning while releasing the hydraulic chain tensioners when doing the IMS, which will cause this exact problem. If the cams are not held in a locked position, valve spring pressure will cause them to try and rotate, and with the chain tensioners release, it usually caused the engine to jump time and pull the IMS shaft to one side. Once this happens, you are not going to get it back to center without a lot of effort. Most likely, you are in for a complete retiming of the valve train system. In its current state, you cannot rotate the engine as some of the valves can hit the pistons once the timing goes off, and even hand rotation can result in damage. And, in any case, you cannot rotate the engine backwards because even fully assembled you can get into bending valves, much less if it is already jumped time. If this were in my shop, I would stop right where you are, obtain the cam holding tools required to remove the cam covers (again, a critical step as the holding tools prevents the remaining spring pressure from breaking the cams when the cover is removed), pull the cam covers, remove the cams, finish the IMS and chain pad replacement, and them start the cam allocation procedure to get it all back together and ready to pop back into the car. Good luck.
  15. JFP in PA
    Yes, you probably need the control unit, plus having it initialized by the Porsche diagnostic tool.
  16. JFP in PA
    Usually, intermittent faults are stored as "pending codes", although O2 sensor codes can clear themselves if the DME sees the system going back to normal activities. As I do not know how your tool handles that, I cannot specifically say where you may find them. I would be looking at how the sensors are performing from a voltage standpoint, both sensor on either side is expected to remain within certain limits, of one of them is occasionally wander outside those limits, it can delay the reset, but that would need to be captured in real time. Intermittant faults are always the hardest to nail down.
  17. JFP in PA
    Are you sure that the sensor in question is working properly? An intermittent fault can cause the system to not reset.
  18. JFP in PA
    Welcome to RennTech Most likely the cylinder head. If it cannot be extracted with the head on, it will need to be removed and sent to a machine shop to drill it out and extract it.
  19. JFP in PA
    This phenomenon is not unknown; when the battery goes weak, communications with one or more modules can be lost. When that happens, the module needs to be reinitialize, which requires the correct diagnostic system.
  20. JFP in PA
    Possible,
  21. JFP in PA
    That code is for the pressure sensor in the ABS system; could be the sensor itself, but considering when it happens on your car, you could be boiling the brake fluid. Have you checked the moisture level in the system? If it isn’t that, most likely it is the system pump, but I would eliminate all possibles first as the pump is pricey.😣
  22. JFP in PA
    Welcome to RennTech You cannot do that on your model with the Durametric system, you need access to a PIWIS unit (factory diagnostic system).
  23. JFP in PA
    When full of oil, they should be firm. Before installing them into the engine, pump them full of oil, and then apply some assembly lube where the cam lobes contact them to prevent them from developing wear before the engine oil starts moving around.
  24. JFP in PA
    Sounds like they may be done.
  25. JFP in PA
    The problem with this style unit is they are "dead end", meaning oil does not flow through them, but just enters and stays there. Result is crud builds up in them, causing problems. One favorite method to clean them out is to put them in heated Marvel Mystery oil and pump them to get as much crud out as possible, then do the same in clean room temp engine oil before reinstalling them.
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