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Oh man, I hope you have a better result than I did with my 09 2S. Mine failed when I tried to pull away from a traffic light a year ago. Got the transmission emergency run on the dash. Car wouldn't move forward or backward. The gear indicator flashed back and forth between 1 and 2 when I had it in drive but the car wouldn't move. Couldn't clear it with Durametric while at the traffic light. Shift rod 3 failure. Towed the next day to a PIWIS which cleared some of the codes but could not clear the Shift rod 3 error. Tech tried first to run PIWIS calibration routine and then to reflash it - both to no avail. I was out of warranty and ended up paying for PCNA re-manufactured unit to be installed. Based on other failures he had seen, tech thought the issue was in the hydraulic section of the box but of course Porsche doesn't share what they found when the failed unit was opened up in Germany. What part of the country are you from?
This probably totally off the wall, but a guy racing a Cayman at the 48 Hours of Sebring a couple weeks ago had a similar issue. It turned out to be a broken rear axle. There are several videos of it happening on Rennlist. His car just lost drive. Your issue may be totally different especially given it happened before and it was due the faulty flywheel. It might be worth a look though prior to opening up the transmission.
I don't change the PDK gearbox or wet clutch fluids myself. I didn't change the fluid in my 996 manual box myself either for that matter. My post says "fluids"; meaning the box and the clutches. Sorry for the confusion.
IMHO, issues with the previous generation M96 & M97 engines are not relevant to the 9A1 DFI engine in your car. They are significantly more stout and reliable than those ever hoped to be. Ask me how I know. I agree you should insist they replace the motor with a PCNA rebuilt 9A1 with a warranty. It is surprising to hear they are considering rebuilding it. One would think having the failed motor sent back to the factory for an autopsy would be more valuable to Porsche. Especially because of the greatly reduced failure rates of the newer motor. Plus it would probably be less expensive than a dealer rebuild and would certainly result in a happier repeat customer, but you never know.
I have an 09 C2S PDK CPO. Is the one you are looking at out of warranty? If so, I agree with the other replies. I have 60k miles on mine an track it regulary. I don't agree that PDKs in and of themselves should be avoided because you can't change the fluids yourself or concerns about long term reliability. I have 60k miles on mine and track it regularly in the Florida heat and humidty. Several guys I know have tracked theirs for several thousand more track miles than I have. None have had any issues with the PDK. More and more PDKs are being used in amateur and professional racing as well; however if the seller can not get PCNA to replace the defective PDK prior to the sale, I also recommend walking away. Good luck!
Thanks for the input!
JFP,Would it be unusual to see some small slivers of metal when the gear oil is drained for the first time? Mine was drained today at 53k miles and my reputable indy said there were some but it was minimal and I shouldn't be concerned. I've read that is not unusual to see some debris left over from the manufacturing process in the oil pan when it is pulled for the first. Has that been your experience and do think it would apply on a PDK? Thank you.
IMO, it's easier to simply remove the small lightbulb. Very easy to access and remove and replace. Just make sure you clean the bulb before reinstalling it to remove any oil that may have been deposited there from handling the bulb. That will make the bulb last longer. Regards, Maurice. That did it. Thanks for the tip!
I got gear oil in the front compartment while shipping the transaxle up to flat 6. Having a heck of a time getting it cleaned out and getting rid of the odor. Liners are out and I'd like to prop the lid open for several days with a fan blowing through it. How can I find out which fuse serves that circuit so I don't kill the battery? Any thoughts will be appreciated. Go (insert your super bowl team here)!!
Oooops. Didn't check the DIY section prior to last inquiry.
Loren, What do you feel is reasonable labor - wise to install a center radiator and and clean out the dirt and stuff from the left and right ones? I have to get it done and plan to use an indy I haven't used before that hosted a PCA event last weekend. Thanks in advance.
I don't have personal experience with that shop but do have experience with a $10k rebuild and have three friends who bought Porsche rebuilt crate motors for their 986 and 987's. Can I ask what went south on your engine and how you use it (DD,HPDE, weekends only)? I have to leave for a PCA event right now but do have time later to share my experiences and possibly save you from wasting a lot of time any money like I did.
Two things: Where have you mounted them? What pressure do you them for? I'm new to forums. Do you own / work at a Porsche repair or engine building business. I ask because of the reference to customer's cars. Thank you.
There is no reason the LN pan spacer would not fit, only question is does the pickup spacer lower the pickup enough to get it near the sump floor. As for the X51 package, just adding the sump will do little other than increase the sump’s holding capacity slightly. The full X51 added an additional scavenger pump in the heads and a “northwest passage” oil line to get the oil from the extra pump back to the sump quicker, which is a major plus. Someone is making a similar kit to retrofit non X51 engines, but it requires removing and machining the cam cover for the bypass line, which can be tricky as the cam covers are matched to the heads and not easily replaceable should the process get screwed up or need to be removed. The kit is also very expensive. The Accusump is a major benefit when cornering causes oil starvation, but it is not a guarantee, engines with them still can and do fail but usually for other reasons. It also requires running a smaller filter that needs to be changed more frequently. Thank you. I think I have a good handle on everything but would really like to hear from someone with personal experience installing and using the Accusump system. I've read their and LN's postings and have talked at length to folks at both companies but can't find any feedback from someone using it on any M96. Thanks again.
I hope I am doing this correctly - first timer. I'm in the process of having my 03 996 C2 motor rebuilt and am hoping to do it in a way that will reduce the possibility of having to do it again soon. I use it primarily as a track car at HMS, PBIR, Sebring & Daytona. Tires are Sport Cups, StopTech ST40 brakes PF-1 pads (front), Fabspeed headers, sport cats & cold air intake. No software tweaks. My engine apparently spun a bearing at a Chin event at HMS. I got it shut down and to the shop without catastrophic damage. The 4-5-6 bank scavenger pump was torn up and the valves, piston and related hardware on cylinder 5 were damaged. I had an X51 oil pan (pan & baffle only) put on the car a couple months before. I've spent many hours reading on the LN Engineering, Flat 6, Accusump websites and many forums and haven't been able to reach a consensus about how best to address the high lateral g-load oil starvation and general M96 reliability issues. I've committed to the following: LN IMS retrofit kit LN deeper sump spacer kit, magnetic, plug, etc. AASCO LWF w/Sachs Spring loaded clutch disk 160 degree t'stat Items I'd like input on: Is the LN sump spacer kit compatible with the X51 pan? LN has a low opinion of the X51 pan w/out the full X51 engine mods? Has anyone used an Accusump system and / or the Motorsport two chamber AOS to deal with oil pressure fluctuations while cornering? If so, what were the results? Any other ideas? Thank you.