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ccc

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Everything posted by ccc

  1. Was this injector on the same head that was replaced?
  2. Are you measuring DC 6.5 ohms through the power connector to gnd of the fuel pump? I don't know what the value should be but it should not be zero else the pump is shorted out and will draw lots of current (I=V/R so with V=12V, R=0 is bad). You can disconnect the hot wire from the fuel pump and measure the resistance to ground at the fuse block. The resistance should be quite high unless there is something else either connected to the wire or a short to ground. Likewise, you can measure the resistance from the ground wire of the pump (disconnected) to a solid gnd point in on the chassis and the resistance should be close to zero. Is the entire brown wire (gnd) hot or just at or near the connector - the wire is a good heatsink so if the connector is hot, the wire by the connect will be hot? Depending on the maximum current rating of your meter, you could also remove the fuse and measure the current drawn by the pump. If they all seems reasonable and the connector is getting hot, it may be that the connector is not grabbing the terminal tightly and causing a high resistance point that will get hot. If you can get your probe on the gnd terminal of the fuel pump with the gnd wire attached, you can measure the voltage between the pump gnd terminal to chassis gnd to see if there is any excessive voltage drop (which would suggest a bad connection or gnd point along the wire).
  3. Doesn't Murphy's law state that a $300 fuel pump will always blow to protect at $0.20 fuse? If you can unplug the connectors and measure the current draw, it may be high enough to cause it to get hot but not high enough to blow the fuse. If the current draw is normal, you can try to clean the connectors or tighten the pins up a bit to reduce the local resistance and see if the temp drops before replacing the pump.
  4. So is the dealer claiming you you have to drive and live with it or drive and the problem will go away? Also, whats the "or something"... if its the fuel filter, can they measure the pressure upline or just change it out? Do they think the current fuel is contaminated so can they drain the tank and fill up with some good gas? Can you drive through a few tanks and if it doesn't go away, take it back before the end of the week before the CPO expires. I never saw the head or them doing the work, I was under the impression that the engine was dropped out. With the servo on top, my guess is that they may have been able to clear the clog from the top so don't know if the head had to come out again. The part list doesn't show two head gaskets. Someone else on the forum may be better experienced to answer that one. Hopefully then can rule out the fuel and focus on the "something"
  5. With regards to the porus head, After the install, it would misfire and throw some codes (don't know if they are the standard OBDII codes that was thrown) on the test drive. Your description of your issues and their description are pretty similar. 1st step the dealer tried was to sell me new set of plugs + discounted labor saying it was cost effective maintainence. After asking about the condition of the old plugs and wondering why they didn't recommend the change with the engine out, they finally said they have some misfire issues after the test drive. Well they replaced the plugs with "test plugs" as the 1st step in figuring out the problem and it still misfired. 2nd step was to replace three cracked coil packs...still misfired 3rd step...put the engine on the machine to check timing, variocam, etc. Everthing checked out great but still misfired 4th step...have a few different techs and supervisors check to make sure the engine was assembled correctly...looked good to them all but still misfired (don't know if this was done with the engine in or out). 5th step...place SOS call(s) to Porsche techs in germany over the next few days 6th step...tear down the engine again only to find the casting debris in head...problemed solved. Kind of makes you wonder if there was anything else in the head that is now elsewhere in the engine. After the last oil change, I did see a few metal flakes in the oil filter about 0.5 to 1 mm in diameter (6 to 8 pieces in the bottom 1/2 of the filter)... In any case, it seems like the timing check is a viable next step for the dealer and they should have factory resources to help fix the issue if they get stuck. The casting residue, imho, is a Porsche quality issue so it may have effected more then one replacment head and the factory should be aware of the potential issue. I've always wanted to know if Germany asked them to open up the engine again to look for other general problems or for a specific known problem. In any case, took them about a 1.5 weeks to figure it out. I think the dealer and the factory did a good job at the end. I always asked "what if you can't find the problem?" and they insisted on "we never had a car that we couldn't fix" so I hope they get to the bottom of your misfire soon.
  6. May not be the same issue, but I had one of the heads on a 02 TT X50 replaced due to a porous casting. Dealer had a hell of a time trying to figure out what was causing the misfire and it turns out to be cast material debris from the new head limiting the oil flow to the high lift solenois causing the misfire.
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