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JFP in PA

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Everything posted by JFP in PA

  1. JFP in PA
    It would be far easier to test it in the car using a Porsche scan tool. Why do you want to test it?
  2. JFP in PA
    Unfortunately, you will have to replace the entire pump, and I would suggest getting it from board sponsor Sunset Porsche ( 1-888-502-5927) rather than Pelican. Nearly all modern cars use plastic extensively on their fuel systems, simply because it is lighter than metal.
  3. JFP in PA
    That would be the EVAP system purge valve, which connects to the canister next to the gas filler tube.
  4. JFP in PA
    Fully charged, the battery should give you around 12.6-12.8V DC (open circuit, no load, engine off). With the engine at idle, you should see 13.5V-14.5V DC. The ideal method to test batteries is to run a load test, but that requires a piece of equipment to accomplish. Here, many auto parts stores will do them for free in hopes of selling you a replacement.
  5. JFP in PA
    I believe that is a 999-590-036-40-01C, which retail for about $1.30 each.
  6. JFP in PA
    The PDCC system may be low or have an air pocket in it. You need to get the vehicle scanned to really know what is going on.
  7. JFP in PA
    Porsche's suggested service intervals for the Tip could best be described as "optimistic". We prefer to do a fluid drain and filter in the 40-50K mile range simply because it is nearly impossible to change out all the fluid (most of the fluid is in the torque converter when the engine is not running), so you typically get less than half of it out during service. I would seriously consider servicing the transmission.
  8. JFP in PA
    Error codes are covered in the OBD II manual, which was a separate publication.
  9. JFP in PA
    Welcome to RennTech Just be aware that jumpering or otherwise disabling a Federally mandated safety equipment device can get you a failure at your annual state inspection in many states. These are also the kind of "cheap out" mods that liability lawyers love.
  10. JFP in PA
    Fehlercode 7014 Fehler: erwarteter Blocktitel nicht eingetroffen Translates to "Error: expected block title not arrived"
  11. JFP in PA
    Which could happen if there was no communications from one or more cam position sensor.
  12. JFP in PA
    By running either a compression or leak down test on each cylinder. If you have a cylinder head to water jacket leak, you can also detect it by analysis of the coolant for combustion byproducts.
  13. JFP in PA
    First of all, welcome to RennTech Lesson #1: Porsche uses unique diagnostic logic on their cars, which mean you need access to a Porsche specific scan tool (PST II, PIWIS, Durametric) to get accurate information. I'm not sure that the VDO, which is primarily configured as a VAG or VW scanner can accurately read your system. If the VDO read out is correct, you have four codes, two for cam position timing issue, two others for O2 sensor issues. I'm not sure why the VDO is saying otherwise, but my first move would be to get the car scanned with a Porsche system before you start chasing your tail needlessly.
  14. JFP in PA
    I would take a close look at the sensor retaining bracket, we see these things snapped off pretty regularly:
  15. JFP in PA
    DT40 brings both excellent film strength, and one of the highest levels of ZDDP that you can find in an over the counter full synthetic, as most of the larger oil compounders have bought into the low SAPS oil formulations that supposedly help with converter life (which is at best speculation) by significantly reducing (or even eliminating) ZDDP from their formulations. The new anti wear compounds, usually other metal salts such as titanium, simply do not offer the level of wear protection that ZDDP has done for decades. As for your question about which oil for a hot climate, I would use the 10W-40 full synthetic with the highest level of ZDDP I could find. 10W-X oils inherently have better film strengths than 5W-X oils, which will offer better component protection in the heat. Gibbs had a full synthetic 10W-40 oil that they promoted for "hot rods or restored muscle cars" that would be an excellent choice, as would some Motul offerings in the same weight range. I would also keep an eye out for diesel oils like Shell's Rotella (which is available as a 15W-40). Because diesel engines are very hard on oil, and do not carry catalytic converters, their oils still carry high levels of ZDDP.
  16. JFP in PA
    It is more complicated than you might imagine. First of all, there is a lubricant that is distributed throughout the system, and you must add the correct amount of the oil when you replace components (the factory service manual has a table listing how much for each component). Secondly, if you opened the system, you should replace the system's receiver dryer before evacuating and recharging it. A new one costs about $60, but will save you a ton of headaches.
  17. JFP in PA
    Glad to hear you are making progress. It is almost impossible to say why the old oil was so black. I would send them a sample of the DT40 when you drain it as it will give you an idea of where the engine is now, so you know where you stand going forward.
  18. JFP in PA
    It is not a single value, it is a curve because the system is variable, from 0 to 25 degrees depending upon the engine operating conditions.
  19. JFP in PA
    That is for the VarioCam which is a fixed change, yours is a VarioCam + system which has variable timing changes with engine RPM.
  20. JFP in PA
    You need to look at the cam position sensor in question on bank 2, which either is not sending a signal, or possibly an intermittent signal. I would be looking at the wiring to that sensor as well, as a chaff or break can also cause this type of fault.
  21. JFP in PA
    That is up to you, we use the original part number, and buy them from board sponsors Sunset Porsche.
  22. JFP in PA
    You are looking at the transmission mount, easily replaced.
  23. JFP in PA
    This is exactly why you have a PPI done.
  24. JFP in PA
    You are at a "toss up" cross road. The oil leak could be from either the RMS or the IMS cover flange (they are both known to leak); both are low cost parts items, but the big money is getting at them (the trans, clutch, and flywheel have to come out, which is about a $2K shop bill). And if you had this done, you could have the rear seal of the IMS bearing removed so that it can be oil lubricated going forward (we have done many of these, it seems to help the bearing long term). If the rest of the PPI is good, try knocking the price down to reflect the expense to fix these issues; if the seller bites, you are golden; if he balks, move on, there are other cars out there. And an oil leak from the IMS flange does not mean that the bearing has not been getting lubrication, it is a sealed and grease packed unit that happens to be partially submerged in oil, which is why the flange can leak.
  25. JFP in PA
    Welcome to RennTech We have seen this before. Some of the cars had leaking seals on the IMS flange cover, which Porsche replaced under warranty. But they only replaced the cover, not the bearing. In addition, as the car is an 06, it carries the oversized third design bearing, which cannot be removed without disassembling the engine. And before you ask, yes, the third design still are subject to failures.
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