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working4it

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Posts posted by working4it

  1. wow......I think if you read anything I post I always try to share it openly....

    The problem is...the size of the file is too large to post and I don't have adobe professional at home to cut/resave and upload. He seemed like he needed help and I was trying to help.

    I found this link on Rennlist with the same material I sent ignited...

    http://forums.rennlist.com/rennforum...-armrest-1.pdf

  2. You didn't say what year? Depending upon year there are two batteries. One located under the driver seat and one in the rear hatch compartment under the sub woofer. Most of the time the driver seat battery goes first as this is the primary and rear is aux and starting.

    Any 92AH or better battery that fits is suitable.

    Auto zone carries them for around $135 H8DIG Gold series 8 Year warranty

    Rayovac SLI93T8. $125

    Porsche dealer is $300+install

    Interstate MTP49/HP $175

  3. Okay...so today I went to pull around a semi moved the shifter to M and went to "-" nothing tried moving it back to D and back to M still nothgin. Pushed the selector on the steering wheel everything worked fine. I tried multiple times on the ride home and nothing on the shifter but everything worked fine using the steering wheel controls. Hooked it up when I got home and no codes. I even took the key out let it sit and retried nothing from the shifter.... thoughts?

  4. or

    • Turbo compressor
    • 4,511 cc 4.5 liters V 8 front engine with 93 mm bore, 83 mm stroke, 9.5 compression ratio, double overhead cam, variable valve timing/camshaft and four valves per cylinder
    • Premium unleaded fuel 91
    • Fuel economy EPA highway (mpg): 18 and EPA city (mpg): 13
    • Multi-point injection fuel system
    • 26.2 gallon main premium unleaded fuel tank
    • Power: 336 kW , 450 HP SAE @ 6,000 rpm; 460 ft lb , 624 Nm @ 2,250 rpm

  5. I am not sure if you are looking for actual spec numbers or overall...

    Benefiting from two exhaust gas turbochargers with intercooler, the V8 power unit develops a staggering 450 bhp at 6000 rpm. The foundation for this power is laid by the V8 normal-aspiration engine displacing 4.5 litres, featuring four valves per cylinder, and boasting Porsche’s VarioCam variable intake camshaft system.

    Since this increase in power on the Cayenne Turbo also means higher loads acting on the engine, the cylinder heads of the Cayenne Turbo are made of special high temperature-resistant aluminium alloy which has already proven its qualities in motorsport. On the intake side the ducts are modified for the higher throughput of fuel/air mixture and double valve springs are featured on the outlet side to ensure an absolutely safe and reliable closing process. Also reflecting the higher engine load, the pistons are forged and are additionally cooled by oil injection jets.

    Following the same philosophy as on the 911 Turbo, the two exhaust gas turbochargers are in parallel arrangement. Small intake manifolds, short exhaust manifolds and a mixed flow turbine with mass inertia reduced to a minimum ensure a very good response and supreme performance. To increase the temperature of the air entering the turbines in the interest of optimum combustion under full load, the turbine housing is made of high-quality cast steel. The compressed air flowing out of the turbine is then re-cooled to provide a high cylinder charge and reduce the temperature of the system components to a minimum. Intake air flows on subsequently to the two compressors through one air filter housing each for the left- and right-hand row of cylinders. Finally, the compressed air flows on to the E-gas adjuster via two intercoolers positioned respectively in front of the wheel arches left and right.

    The bypass valves are integrated in the turbine housings, turbocharger pressure being adjusted by controlling the bypass valves through a joint cycle valve masterminded by the engine management system. Maximum turbocharger pressure at full load is approximately 1.6 bar and is reached at a speed of 2250 rpm. Then, as engine speeds increase, boost pressure is cut back and remains at approximately 1.5 bar with the engine running at maximum power (450 bhp at 6000 rpm).

  6. Is it throwing any codes? I agree with wvicary, try to find an indy shop. It seems like they threw in the kitchen sink.

    Change the transfer/differentials yourself. Very easy and save hundreds of dollars.

    Differentials take 75w90 (suggest Amsoil, Redline or Mobil 1 LS75w90)

    Transfer case (Needs to meet the LT71141 spec) Mobil 1 ATF meets this spec aswell as Amsoil,Redline)

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