JFP in PA

The AC system clutch can be replaced separately, project was covered previously: https://www.renntech.org/topic/32732-replacing-ac-compressor-clutch/

It is a very basic system.

You would need to check each of the four circuits for continuity at the DME, there is no voltage on the circuits, and I am not aware of any resistance ratings. Another way to find it would be to create a "jumper" that you could hook up at the DME end of each circuit, as soon as the bad circuit was replaced by the jumper, the signal should stop. It is really a process of elimination.......

Porsche brake pad wear sensors function on continuity; each wheel has a wire loop running to the sensor and back to the DME. If there is a break in that loop anywhere, not just at the pad itself, you will get the sensor warning. As this sensor system runs all over the car, and the insulation is a vegetable-based coating, it is a favorite "edible" for rodents, which leads to wires getting cut.

Welcome to RennTech and Happy New Year! For street use, semi rigid motor mounts are probably a bad idea; noise and constant vibration.

Yes.

It probably is the low-pressure switch, which you can unplug and jumper temporarily to get the compressor to run.

You can pressurize it with dry nitrogen or argon with the dye for testing to limit the amount of freon leaking into the atmosphere, unless you have access to a freon recovery system, then you could use freon because you can limit the amount that escapes the system. When we get a depressurized system in the shop, we do not use freon until we know we have found and fixed any leaks, and we have a freon recovery unit.

If you had no pressure in the system to start with, there has to be a leak somewhere that has vented the gas off. At that point, just adding gas is not going to work; the system leak has to be found and repaired, then the system needs to be evacuated to a high vacuum level to get the air and moisture out before recharging with both gas and the correct system lubricant.

Welcome to RennTech, and Merry Christmas Most times the sunroof related leaks start, it is because one or more of the four corner drains is plugged and it is retaining water that would otherwise be on the ground under the car. When the car is moved with the water still in the sunroof tray, it sloshes around and shows up on the headliner. I would start by blowing low pressure air thru the drains to see if they are plugged.

Further research with ZF on the topic indicates that you are correct: 970 generation Panamera PDK transmission info: ZF is manufacturer of PDK transmission for Porsche They make 2 PDK transmissions One for mid & rear engine applications (911, Boxster, etc) Another one specifically made for the Panamera Panamera PDK servicing requires two (2) fluids only (as compared to 3 fluids in other PDK car models at Porsche FFL3 fluid - Gearbox & clutches - need about 9 quarts Shell TF0951 - Front final drive - need about 0.4 quarts Here is the info dug up from ZF on this topic: "In fact, two separate DCT ranges or 'platforms' have been developed by ZF, both fitted with wet clutches, for use in Porsche's various longitudinal applications. The first is for use in the mid- and rear-engine sports cars (the 911, the Cayman and the Boxster), while a completely different platform has been developed for use in the larger Panamera. For each platform, two different torque options are available, with the 500N.m versions using an 'ND2015' clutch pack, and the 780N.m versions using an 'ND2216' clutch pack, both supplied by ZF Sachs....... In terms of the oil circuit itself, two completely different approaches have been employed for the two platforms. Non Panamera models: The 7DT45 and 7DT70 have two oil circuits, and hence two different oils; the first is Pentosin FFL-3 for the clutch and hydraulics, and the second is ExxonMobil Mobilube PTX 75W-90 for the gear-set and bevel gear. The oil levels have been kept as low as possible, to reduce churning losses for those moving parts that are immersed in oil. Panamera: Conversely, the 7DT75 has a single oil circuit and a dry sump (to minimize churning losses), with an 'active lubrication system' to feed oil to each gear-set and clutch. This version uses only the Pentosin FFL-3 lubricant, which was developed exclusively for the ZF DCTs. One of the main reasons for using a single oil circuit is that clutch cooling is required at both ends of the transmission, for the main dual-clutch module and for the hang-on clutch used in the four-wheel-drive variant. This would have presented significant sealing complications had multiple circuits been chosen." Bottom line: What this means is that the Panamera PDK uses transmission design which uses one fluid compartment for the gearbox and the clutches, and another separate compartment for the final drive. Two fluids total.

Welcome to RennTech I think I know where this may have gone sideways: You may have used the wrong lubricant in the gear box. The PDK gear box uses Mobilube PTX formula A SAE 75W-90 GL 4.5 gear oil, the Pentosin FFL-3 is for use in the clutch, not the gear box. If you actually used the Pentosin product in the gear box, it may have caused internal damage: From the manual: PDK transmission oil - approx. 3.12 quarts / 2.95 liters ATF transmission oil Mobilube PTX Formula A (SAE 75W-90) GL 4.5 - change at 120K miles or 12 years. PDK clutch oil - approx. 5.49 quarts / 5.2 liters Pentosin Gear Oil FFL 3 - change at 60 K miles or 6 years The following procedure is from the 2009 Technik Service information book: Clutch Oil filling: The correct hydraulic oil level is important for operating the transmission without running into problems. The following preconditions must be met in order to check or correct the oil level: • Engine must be idling • Vehicle must be horizontal in both longitudinal and transverse axis • Hydraulic oil temperature between 86° F. and 104° F. (30° C and 40° C) • Selector-lever position “P” • Clutch cooling volume flow must be switched off (using PIWIS Tester in Oil fill mode) • Retain the described states for approx. 1 minute to allow the oil to settle • Open screw plug on oil overflow bore and collect emerging oil until only drops of oil are emerging • Once there is no more oil emerging, top up the clutch fluid until oil emerges at the oil overflow bore • To avoid damaging the clutches, the procedure must be completed within 5 minutes (PIWIS Tester exits Oil fill mode automatically after 5 minutes) The correct oil level is also important to avoid damaging the gear wheels in the transmission. There is also an overflow bore for this, which is located on the opposite side. The oil level can be checked in the usual way here. The gearbox is filled via the fill port until overflowing.

That is what I thought; and which would explain the limp mode. You need to get access to a PIWIS system to find out what is going on as most scan tools cannot even see the PDK control network.

Which transmission does the car have?

Off the top of my head, no, but any decent Porsche parts department should be able to help.

Questionable at best. We looked at two the various iterations of this system in my shop and found it lacking each time. While it does seem access some Porsche systems, many of the "claimed" capabilities were described by their rep as would be "added in a future update" when we couldn't get the system to work as described. I for one am not overly impressed by that type of performance; the tool either works, or it doesn't.

Porsche actually released a set of contour formed screens which do an excellent job of keeping the drains from getting clogged, but these still need to be cleaned periodically as they can get covered as well, but at least the drains remain clear: You could probably also make something similar yourself.

Welcome to RennTech All three codes are communication error codes for different systems. Suggest correcting the misfire issue, and then clear the codes and see what, if anything comes back.

The Durametric is as good as it gets, perhaps 80-90% of what the factory system can do; the only thing better is the PIWIS, which is a lease only system starting at $20,000 for the first year.

You may have had an air pocket that turned into a steam pocket, which is not good. You need to get the system pressure tested to find out where it is losing coolant.

P0265 is a code for a fuel injection issue, but that can be caused by the limp mode. My concern is this: Your car had multiple systems the communicate exclusively over CAN Bus, if there is truly a bus signal issue, it is not going to be easy to identify and correct without access to a PIWIS system. I would suggest you contact your local Porsche Club branch for an indie with a PIWIS system that can get you in sooner. This is not something you are going to correct with random parts swapping.

The first code: Engine Module, C0600 No Signal I believe it is the fault for CAN bus time out due to implausible signal or lack of signal; usually this is an open circuit or wiring short type issue. If I am correct, the rest of the faults can be triggered by that fault, and the engine has gone into the "limp" mode. I'd start by clearing all codes and see what comes back.

More likely a battery issue, get the battery load tested.

Have you tested the circuits as indicated above?

The O2 sensor plug has multiple pins, one is the sensor signal, another is the power supplied for the heater. I would suggest using a digital multimeter on the unplugged harness end and testing each pin for voltage with the key on, and test the heater for resistance; if there is no voltage, somewhere upstream on the harness there is either a wiring break or bad connector 9internanl corrosion), which you will have to find.