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JFP in PA

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Everything posted by JFP in PA

  1. JFP in PA
    Solenoids are electrically operated, but that valve does not look like a solenoid, so I would have to say that either pressure or vacuum causes it to change.
  2. JFP in PA
    These valves are prone to sticking; with gas fumes passing thru them, over time they can develop a build up of a varnish like coating which is glue like in consistency.
  3. JFP in PA
    As your project requires such a huge amount of work, I would vote against the boneyard part as you could end up with a bad part after all that labor, and only finding that out when the car is fully back together. Using the new valve and appropriate hose with quality clamps would seem a safer pathway if you cannot find someone sitting on the new part somewhere.
  4. JFP in PA
    The Cayman does not have air suspension like the Cayenne, the Cayman has PASM only, which is completely different. The Cayenne system is disabled when lifting the vehicle to prevent the auto leveling system in the air suspension from knocking it off the lift.
  5. JFP in PA
    Simple: Your Porsche dealer.
  6. JFP in PA
  7. JFP in PA
    What perplexes me is that if this spring remains is from the RMS, why isn't the seal leaking like a sieve? The spring is all that holds the tension of the seal around the crankshaft, without it oil should be all over the place, God knows the seals are prone to leak with the spring still in place.........
  8. JFP in PA
    Glad you got it sorted
  9. JFP in PA
    Cannot see how, the MAF is between the air filter and the throttle body, the connection for the AOS is between the throttle body and the intake system. If it came from the AOS, it should be in the throttle body as well.
  10. JFP in PA
    Oil should not be on the MAF, the line from the AOS is downstream from the sensor, so it should not be able to get anything on it. Most common source of oiled MAF sensors is overly oiled aftermarket air filters.
  11. JFP in PA
    I would look at the electrical section of the ignition switch, source of many weird electrical issues.
  12. JFP in PA
    12 VDC from the battery. Have you tested the alternator wire back to the battery for continuity and 12 V when the key is on?
  13. JFP in PA
    There is a fusible link in the Power Distribution Box located on the firewall in the passengers footwell that has high amp fusible links inside; look there.
  14. JFP in PA
    You probably fried at least the voltage regulator in the alternator when you shorted it, and it needs to be replaced.
  15. JFP in PA
    And when you get a chance, check out Porsche Technical Information Bulletin 36/08, stating that replacing the dual mass flywheel with a single mass is not recommended on the GT 3 (non RS), and why. 😉 Tech Bulletin 36/08
  16. JFP in PA
    Good luck................................................
  17. JFP in PA
    Yeah, but if you hold his head under long enough, the bubbles stop coming up................................😵
  18. JFP in PA
    Welcome to RennTech 1. No one said they were, but many are not balanced out of the box, which is an issue. And some machine shops simply don't want to add the cost of developing processes and tooling to specifically deal with low volume alloy flywheels they see infrequently. 2. Regardless of what you may think, the dual mass flywheel absorbs torsional harmonics from the crankshaft, which in most Porsche engines is cast, not forged, and the rotating assembly is not very closely internally balanced from the factory. Hence the need for a torsional harmonic absorption device like the DMF or suffer cracking issues. 3. The GT 3 RS engines come with a forged crank, unlike most Porsche engines, and the rotating assembly is internally balanced to a much higher standard than the regular production engines, which are two of many reasons why when new short blocks were still available, the production versions sold for less than $20K, while the GT car short block was well north of $50K. 4. Short answer: both, so while the sprung disk may make the car more drivable, it didn't prevent crank cracking. Net net: It is your money, and your engine; feel free to go in whatever direction you please. But when someone asks about using one on the M96/97 engines with a cast crank, I will continue to go with my experience and that of a shop that builds some of the best versions of these engines and recommend only doing so if the entire rotating assembly is balanced as an assembly.
  19. JFP in PA
    Look too large to be from the valve stem seals, and several would have had to fail to generate that much debris.
  20. JFP in PA
    Hate to tell you this, but those are a bunch of chewed up small springs, and I have absolutely no idea where they came from. 😵
  21. JFP in PA
    You could also get a good engine out of a wreck and install it, which is usually the lowest cost option.
  22. JFP in PA
    An oil analysis is not going to help, ferrous metal is most likely the sign of a major league problem developing. You need to think about trying to locate the source before something really bad happens. And even if it is an IMS bearing, you cannot just replace it, the engine will need to come apart, if for no other reason than to clean the metal out of the oil passages.
  23. JFP in PA
    I would run a compression test on the cylinder in question, or a leak down if you have the correct equipment to do it. If the oil is only on the tip of the plug, the problem may lie inside the combustion chamber or cylinder.
  24. JFP in PA
    Check one of the specs and see if it can be picked up by a magnet (ferrous), if it does, your IMS is probably on its way out; if the magnet doesn't pick it up, it is an alloy, probably cylinder wall.
  25. JFP in PA
    Yes, you do, unless you want to totally drop the engine out of the car.
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