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deilenberger

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deilenberger last won the day on March 21

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About deilenberger

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  • Birthday June 24

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    Sping Lake NJ USA
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    PCA (Porsche Club of America)
  • Present cars
    '06 Cayenne/S Titanium
    '02 BMW M3 convertible
    '01 BMW M-Coupe
    '03 BMW 525i-touring (wagon)
    '07 BMW R1200R - 2 wheels, the real BMW
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    Various BMWs, Jags, etc.

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  1. The manifold pressure sensor is a WAY cheap part if you search on the Bosch number that's on it. It's used on everything including Chebby's.. you should find more auto parts stores stock it. I'd try a new one and reset the fault code again. As far as another forum - I might suggest rennlist.com - it has an active Cayenne forum (I moderate there..)
  2. The best way to make this happen - is what I did with the Variocam bolts. I went through the NHTSA website data entry process and created a description of exactly the steps needed to enter a complaint in a uniform manner. That was then posted on a number of Cayenne websites. NHTSA uses data crunching to look for problem areas. If people report a particular problem but list it in different categories on the NHTSA database - the mass of complaints won't pop to the top - it's diffused. If I had one that failed - I'd enter the data and do some screen captures - easy enough to make up a DIY on how to report the problem... the other thing that may diffuse the complaints is that the failures happen over ALL years of the 958 Cayennes, and all the gas engined ones. With the Variocam problem - it was fairly simple, it was isolated to 2011 V8 engines (with a very few 2010 and 2012 engines - but those were in the single digits..) There is quite a bit more transfer case info on RennList.. https://rennlist.com/forums/cayenne-958-2011-2018/986001-transfer-case.html - longish thread, with some DIY info in it and discussions on rebuilding DIY. https://rennlist.com/forums/cayenne-958-2011-2018/1101700-transfer-case-stats-survey-please-particpate.html - which is a link to a survey I created to try to gather some info on when/how the failures occurred, and some idea of the actual percentage of failures being observed. Right now from 70 entries in the survey, over 55% have experienced failures, but that isn't a hard/fast number since people who have problems have more of an interest in talking about it.. Porsche so far has paid for close to 50% of the replacements, which to me is impressive, I think they're trying to forestall another Variocam like recall. Please do take the time to fill out the survey if you haven't already. When it gets to 100 entries I'll close it and make the data publically available.
  3. You're posting in the 958 section (2011-2018).. you might have better luck posting in the correct forum section. What was the reason for the fuse being removed?
  4. Intake Manifold.. appears to be the same for all normally aspirated V8's - and I didn't know of any valving in the intakes. So - I went poking around the web, and apparently there is some device used for some function on the intake manifold of normally-aspirated 4.8L V8 engines: https://www.pelicanparts.com/catalog/SuperCat/958C/POR_958C_FULINT_pg2.htm (I found several other references to it - but no explanation of what it does or how it fits into things..) So I poked around on the factory service manual, and found a reference to it. It mounts on the back of the manifold. Purpose unknown, but it might be to add length to the intake runners based on ? I'll try attaching a screen-capture.. Since you can buy that as a separate part - it might be more economical than buying an entire intake manifold. I think the first thing I'd be looking at is the two hoses. It would appear #1 might well be a vacuum hose since the round part on #6 looks a lot like a vacuum actuator. And that seems to be moving the rod #9 that connects to the two bell-cranks (#5 & #8) that look as if they might turn something in the manifold - like maybe some butterfly valving to change intake lengths. FWIW - the turbo doesn't seem to have any of this - I would guess because it just pushes air under pressure through the intake, rather than relying on engine vacuum to pull the air through.
  5. If he means intake valves to a cylinder - that would be rather obvious with rough running and lots of error codes besides an MAF code. They replaced the "MAP" (Manifold Absolute Pressure sensor) - have they replaced the MAF (Mass Air Flow sensor)? Is there one of each on the '13 GTS? (Dunno, I have a turbo, and there is no MAF, just the MAP sensor..)
  6. Actually I have them in PDF format. cayenne69, if you care to PM me your email address I'll send them along to you.
  7. That depends on the year/model. Just a FWIW - if it's a turbo (your S obviously isn't) - that's not it. On the 958 turbo V8 - it's located ahead of the intake throttle body in the Y tube leading to the intake. It's the device in the red box in the attached photo. It's lots of $$$ from Porsche, but if you search on the Bosch PN - you'll find it was used for everything from Chevy turbo engines to Rolls Royce turbo engines.. and the price can be as little as $18 with just a bit of searching (and your nearby NAPA store if you're in the US probably has one in stock.) If you're going to replace the one in the parts diagram - might be worth Googling the Bosch PN that is likely on it. It might be much cheaper than you might think. Turbo MAP (Manifold Air Pressure sensor):
  8. Normal. There is no bypass idle valve on a Cayenne - the throttle itself becomes the idle valve.
  9. Keep cutting back until you get to shiny copper color. The gray are corroded wires - caused by water being drawn up into the wire by capillary action.
  10. You've posted this in a thread in a forum for a completely different model than you have. Chances are - people here won't know. I'd suggest reposting it over in: https://www.renntech.org/forums/forum/31-9pa-9pa1-cayenne-cayenne-s-cayenne-turbo-cayenne-turbo-s/ That forum is where the question belongs - and searching it for rear-view camera posts might also be productive.
  11. There should be no valve to the inside of the cabin. The rubber drain tube mounts to the drain and there is a tab that helps pull it on. Once you remove the bastard clamp on it - you may be tempted to throw it away (the clamp), I wouldn't discourage you from doing this. It's only there to keep people from sticking their toes up under the panel under the dash and pushing it free. My '11 has the clamp, my '06 did not - and it never came loose. What I'd suggest for the drain hose - disconnect it from the HVAC box (with a broiler pan under it to catch the quart or so of water that's going to pour out) - then give it a big-*** (tech term) tug inwards toward the cabin. It will pop out of the firewall. It can then be really cleaned and you can cut off the flapper on the end of it that is the cause of the thing plugging up to begin with. Plan on replacing the cabin filter - the bottom 2" of it will be water soaked. Most big-box car parts stores carry a suitable replacement, the brand isn't critical - fit is. There are write-ups on doing this whole job with pics over on the Cayenne DIY forum at rennlist.
  12. If you can find a performance shop that works on differentials, or even a 4-wheeler shop that does things like other brand transfer cases - there isn't anything magic I see in the Porsche case that would cause them a problem. Be worth Googling your area for shops like that.
  13. You may want to checkout: https://rennlist.com/forums/cayenne-958-2011/1079182-958-gts-transfer-case-rebuild-wish-me-luck.html#post15148042 and: https://rennlist.com/forums/cayenne-958-2011/1080636-transfer-case-teardown-pictures.html We're (Rennlist) hoping for a good DIY with photos. There is another chap there doing his case and he's promised to video it. I would imagine any competent shop would be able to handle it. The failure really appears to be caused by rust in the clutch pack, giving some credence to Porsche's modification of the case vent.. and to change the oil at semi-regular intervals (pretty much settled at 20,000 miles for mine.. the oil is cheap. It's easy to do.) Although this chap did change the chain - he didn't offer photos of the new vs old chain side by side to see if there is any significant stretch.. so I'd be less concerned with that. What it does show is the transfer case is not undersized - there appears to be no notching of the clutch pack teeth or housing which could be expected if it was undersized.
  14. Fan control overcurrent appears to be a very commonly reported fault - without a clear cause. It should indicate that the fan drew too much current making the electronic protection system for it stop it - but I've never heard of that actually happening. I get that error message almost every time I scan my '11 Turbo... and the fan works fine. From listening to the system, under certain conditions (more common when it's cold out) when on vehicle startup I can hear the fan start, then hear it bog down a bit and the airflow drop as some flaps reposition themselves in the HVAC box. Only takes a few seconds to happen - and that slowdown may be due to blocked airflow by the flaps that then clears up when they get to the desired position. The slowdown has the possibility to cause this sort of error message IMHO.
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