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scanner-1

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scanner-1 last won the day on February 5

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About scanner-1

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    Contributing Member

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  • Gender
    Male

Profile Fields

  • From
    South Bend
  • Porsche Club
    PCA (Porsche Club of America)
  • Present cars
    2013 Cayenne Diesel
    2011 Cayenne Turbo

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  1. Not sure, I don't have that engine, but it shouldn't be too hard to track coolant hoses around yours?
  2. Did you get anywhere with this? Maybe these electrical diagrams will help. Cay--LevelControlCircuit.pdf Cay-PowerDistribution.pdf
  3. My 2011 Turbo had an intermittent brake light. Dealer troubleshot it to be an overheating LED(s). Had to replace the entire light assembly! $750 if I remember right--OUCH!
  4. Found some wiring diagrams relating to the 12V outlets (AKA Cigar Lighter!) CigarLighterPages.pdf
  5. Haha JFP--as I was writing my response, I couldn't help but think "wow, somebody actually likes that start/stop feature!"
  6. Have you eliminated these possibilities from the manual? I know all sorts of things got funky on mine when it had a weak battery. Page: 153 The Auto Start Stop function is available with limited functionality in the following situations, for example: – If the air conditioning or passenger compartment heating is operated at a high setting or if the defrost function is run for long time periods. – If the battery charging condition is low. – On upward or downward slopes. – During internal vehicle test procedures, e.g. automatic engine checks.
  7. Almost definitely a clogged AC evaporator drain--I've had this occur on my 2011 Turbo as well. Loosen the spring clamp holding the rubber drain boot onto the evaporator and be ready for some water as you disconnect the boot from the evaporator. Once the evaporator drains, blow compressed air into the boot and through the firewall--this should free your clog. While you're down there, you might want to change out your cabin air filter--actually, anytime I replace my cabin air filter, I now blow compressed air through the drain as a preventative measure.
  8. Found this while out searching for something completely different. Not sure when Porsche Gen3 TPM started, but this exactly describes the system on my 2011 and 2013. The 3rd generation TPM system operates on the principle of unidirectional communication between the wheel electronics and control unit. This means that the wheel electronics can communicate with the control unit, but the control unit cannot communicate with the wheel electronics. The wheel electronics units send the currently measured tyre pressure, the direction of rotation, the temperature of the air in the tyre and the remaining service life (of the battery) as well as a specific ID from the wheel that is currently turning at specified intervals. The wheel position is learned automatically from the side and axle specifications. The direction of rotation of a wheel is detected by acceleration sensors in the wheel electronics (left/right detection). Axle sensing (front axle/rear axle detection) is performed based on differentiated sound levels between the front and rear axle, where the central antenna is fitted close to one axle (high level). The levels received from the other axle are correspondingly low. The wheel electronics units communicate with the control unit in various modes. Depending on the current mode of a wheel electronics unit, it sends telegrams to the control unit at defined intervals. Normal mode: Normal mode is active while the vehicle is driving (after Burst mode has ended). Sleep mode: Sleep mode is activated as soon as the vehicle remains stationary for longer than 5 minutes. The wheel electronics then send no more telegrams. If the ignition is switched on while the wheel electronics units are in Sleep mode, no tyre pressures are displayed (display in instrument cluster: "-.-"). Tyre pressures are only displayed again when the vehicle is driving (see Burst mode). Burst mode: If the wheel electronics units are in Sleep mode and the vehicle is accelerated to over 25 km/h (15 mph) from stationary, the wheel electronics units switch to Burst mode. The wheel electronics units send their telegrams for 60 seconds at fast intervals. If a new set of wheels is used or wheel electronics units were replaced, the TPM system must be taught. When teaching the TPM system, the control unit stores the wheel IDs of the wheel electronics units and assigns a position to them. New wheel electronics units can be taught by selecting a new set of wheels in the instrument cluster. The system is then in learning mode and re-assigns the wheel IDs that are received. But the system also detects a wheel change if the stored information does not correspond to the information received. The control unit then displays a message on the instrument cluster prompting you to select the newly fitted set of wheels. The wheel electronics units can be taught while the vehicle is driving and while it is stationary. Teaching while driving is recommended. The wheel IDs can also be taught without using the System Tester. The following points must always be observed: Allow an idle time of at least 5 minutes before teaching the wheel IDs (wheel electronics units are then in Sleep mode). Briefly accelerate the vehicle to over 25 km/h (15 mph) in order to teach the wheel IDs (wheel electronics units are then in Burst mode). Then continue driving at any speed (even < 25 km/h or 15 mph) for max. 10 minutes. Teaching was successful if a pressure reading is displayed in the instrument cluster for all wheel positions.
  9. Is it possible it's just the PSM in combination with driving style (and differing thresholds based on sport/normal)? The brakes on my 2011 CTT are noticeably different depending on how I drive--there was that ONE time I drove nice and easy in normal mode on the way to church, haha! from the manual pg 190: Examples of PSM control operations – Brake system prefilling: The brake system is prepared for possible subsequent emergency braking if the accelerator pedal is released suddenly and quickly. The brake system is prefilled and the brake pads are already applied gently to the brake disks.
  10. That I can't be sure of; however, my wife's 2013 Diesel works the same way--I'm guessing it's Porsche standard.
  11. No programing required. I just cycled through the appropriate entries in the Tire Pressure section of the Multi-Purpose Display, then after a couple minutes of driving, ops normal.
  12. About 1 year ago, for my 2011 Turbo, from PartsGeek.com: 2011 Porsche Cayenne TPMS Sensor - UVS2000 HUF Intellisens - $40.74 Working great so far!
  13. Your owner's manual will have the OEM wheel specs, then I have found the following site helpful: https://www.wheel-size.com/calc/?wheel1=275-45-20X9ET57&wheel2=275-45-20X9ET60&fcl=50mm&scl=50mm&wcl=30mm&sr=0mm
  14. Nice to hear you were able to get that fixed! Since this might be in my future, I am curious as well--were you able to do this yourself? Especially concerned that Don got foiled--haha! What did that part cost? Related to your problem Don (although probably a long shot considering you just had that area opened up), I also had odd fluctuations with my AC. I didn't pull any codes, but discovered the problem when my passenger's Louboutin's got soaked on a high G turn! Cleared the clogged AC evaporator drain and everything returned to normal.
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