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JE 17

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Everything posted by JE 17

  1. JE 17
    I had to replace the pump and rear hoses to the PDCC system on my 2011 Turbo. I refilled it, started it, stopped, and topped off again. The first drive produced the Chassis System Failure warning. I'm thinking it needed the bleed procedure, so I found someone with the Porsche diagnostic tool. They had it go through the gyrations of the recalibration, and I was happy--for five minutes. The first corner upon leaving the shop delivered the failure message again. Ideas?
  2. JE 17
    LN confirms no honing, but suggests reassembly if ovality is ok. So my plan is putting a temporary engine in for the summer as the other is sent in for Nickies. I think a 3.8 in this car will be more than a blast! There is a benefit, too, in learning assembly on a non-critical engine so when the "better" one is built, I may know what I'm doing!
  3. JE 17
    Thanks, I thought they couldn't be honed. I have no aversion to new rings and would prefer them.
  4. JE 17
    I've documented my travails with this 02 S earlier. Bought as a non-runner project. Engine had oil intake plugged with debris from disintegrated chain guides. Replacement engine No. 1 flooded sump with coolant after installation. Replacement No. 2 seized. So, I have a wealth of parts and at some point, one of them is going off to LN to transform into a 3.8, but in the meantime, summer beckons, and I'd like to drive it a little. My question: can I reassemble using old rings just for a short-term runner? I don't believe honing is possible or I would just re-ring. Is that correct?
  5. JE 17
    Just did this on a 958. No puller needed, but the Torx heads were a problem. I had to grind two of them off.
  6. JE 17
    I totally agree. When we were looking for an X5 replacement, we looked at the new ones but couldn't stand the "tablet" sticking out of the dash. Who thinks (as a designer) this is a good design? That is how we ended up with the Cayenne.
  7. JE 17
    Is this actually "grease," or just seepage with attracted dirt? I would think if the TC was replaced, you shouldn't have an issue with it. Also, I am not clear on where you see this. If it is from a surface on the TC, then it is a seal in the unit. There would not be a seal on the driveshaft itself. But I have mine on the lift at the moment and will try to see what you are referencing. Ok, in examining it, there are no u-joints on the driveline (-shaft, cardan) at that point. Mine is completely dry there at 90k, so if you see anything, it is from a seal on the TC.
  8. JE 17
    The PDCC failure warning became a power steering pump replacement as both systems are driven by it. That was not a fun job. Then I discovered there is a leak in the rear end which is dumping that lovely, cheap, CHF all over my shop. And...the suspension will not pressurize. So, I believe you are correct that I both have a leak, and the compressor has died. More to come.
  9. JE 17
    So, a resolution of sorts. The specialist discovered someone had been in the engine previously and managed to install the cams improperly. After putting it back right, it ran---about a mile and locked up. I've brought it home and will drop it out, again, to see what is wrong. I now have three dead engines. I hope to make one that actually works from the pile of debris, with the help of the LN Engineering video.
  10. JE 17
    In case it helps someone else in this situation, I discovered removing the fan and shroud allows sufficient access to remove the pump. This means no radiator work is needed besides the shroud removal. Should I need to drain or remove the rad in the future, I'll just take off the fan housing (and trust me, that's not a fun job, either!) You then then have access to the lower radiator hose to release the clip.
  11. JE 17
    I'm highly doubtful anyone has done this, but will try posting anyway. In attempting a power steering pump change on a 2011 Turbo, it seems I'll have to remove the radiator to access the PS pump pulley bolts. So, I see the process on AllData to do all this. What it doesn't explain is how to reach the lower coolant hose to drain coolant. It appears I *might * be able to unfasten the hose clip, but getting it back on WILL be a problem. I hope I'm not breaking new ground on the forum here, but I suspect I'm alone in the wilderness! Thanks.
  12. JE 17
    Thank you for your insight! I know the RR is leaking. I don't believe the compressor has died--yet. Today I found the answer to the low power steering fluid level when I put it on my lift. The pump is leaking like a sieve. So there's about $1500. This is becoming expensive, but it's such a great vehicle, I'm hoping it will be worthwhile to fix. Perhaps I can get another 100k out of it like my 540i.
  13. JE 17
    Today I was able to hook up to the Durametric after replacing the driver's side dash fuse. It showed no codes on the PDCC, and raised to Sport height. So I took it for a drive. After a few miles, I tried raising to Normal height, and it did. I briefly got a "PDCC Failure" warning, but it disappeared and hasn't returned--so far. I'll drive more Monday to make certain all is well.
  14. JE 17
    A bit of an update: discovered the 40 amp fuse in the dash was blown. Hmm? Will check compressor with Durametric, though I'm doubtful I can discover the problem. Gotta try, though!
  15. JE 17
    I've searched several forums with little relevant info. My recently-purchased CTT has the chassis failure message displayed. It currently sits on the bump stops like a low ridrer. A friend with a shop equipped with a Snap-On scanner wasn't able to activate the compressor, though we could see there was no pressure in the struts. I did replace the battery as there were a multitude of codes related to low voltage. I took it to an import shop which reputedly has Porsche experience ( and one owner has a 911 Cab) but they say they lack the diagnostic capability to address this car. Some posts here indicate the cold is the problem, but as this particular unit was originally sold in Canada, I'm leery of that answer. Other posts indicate problems with valve blocks, and even compressors. Can anyone point me in a direction to explore before I just take it to the nearest dealer (220 miles away BTW) and start throwing thousand dollar bills at it?
  16. JE 17
    Had to do the same on my 540i. Seems the writers of manuals gloss over some finer points at times!
  17. JE 17
    No, my 99 isn't for sale! Is there any plastic in there, or is it all metallic? I've had three of these engines apart, and while I don't have the mileage on all of them, each had significant wear to the cam actuator pads. And as posted on this forum and elsewhere, when they wear enough, the cam chain starts chewing up the metal parts of the actuator. Of course, there are many possibilities for this debris, including bearing material as you noted.
  18. JE 17
    Why do you think you need a new engine? I have a '99 with 67k which runs great!
  19. JE 17
    You might consider exploring a VW 1.8T as mentioned in another forum. It appears to integrate more easily, and you stay in the corporate family at least.
  20. JE 17
    5 speed Boxster S??
  21. JE 17
    He did check the harness and found nothing. Also checked for ground to cluster and DME. Update: now booked with a Colorado Porsche specialist shop in the coming weeks.
  22. JE 17
    The tech says he can't communicate with the DME. The 9110 code in the cluster indicates a dead DME. So what are the options? I understand I'll need to either code a new immobilizer module to a new DME, or get a paired set. Can I widen my search to a comparable 996 DME since I'm using the 74mm TB? Or can I just use any DME 99661860500? Thanks.
  23. JE 17
    Repeating code 9110 and 165. Color me frustrated and finding someone, likely 200 miles away, who can diagnose.
  24. JE 17
    Small, well, large, update. I tried to swap harnesses with the engine in the car. That isn't going to happen. So I dropped it (4 times now, but who's counting?!) out. Put it back in yesterday. Hooked up Durametric and have no codes. So far, so good. I am just waiting on a coolant hose I somehow missed--ok, really the PET didn't differentiate between the two large ones, so I had to order the right one, after ordering two lefts. (I now have a spare left hose I'll just save for the '99 since it's really due for all new ones at 22 years.)
  25. JE 17
    Then it could be the problem. Is there anything definitive I could check on the harness to determine the proper one to use?
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