Mr. Haney

I have a build thread going over on Rennlist if anybody is interested. Lots of details. I am getting ready to do a first start in the next week and then I will have some time to add to the thread and bring it up to speed.  Be sure to check out my Gofundme campaign for Syvecs engine managment plug and play kit development and share with everyone you can if you please:)

Love this forum a whole lot but due to legalities, rules, and content in my posts, I felt the effort was better served over there. If you like the subject of a performance Cayenne this build is for you. Even if you don't, you can probably find some usefull information in there. The thread will be ongoing throughout my ownership and doesn't stop with the finishing of my build!

https://www.gofundme.com/syvecs-pnp-kit-porsche-955-cayenne

https://rennlist.com/forums/porsche-cayenne-forum/1006166-2004-cayenne-955-turbo-upgrade-build-thread-custom-manifolds-bw-efr-7163-s.html

 Cheers!

Speedosolutions.com and then go on about your life.

P1400 Control Position not adjustable

2 hours ago, GSpence2 said:

I recently completed a rebuild on my 04 CTT after burning up 2 cylinders. I figured in for a penny in for a pound (more like $12K), and went full hog, or porker in this case. The rebuild kit resulted in an over-bored block with bigger pistons. While we were in there we swapped out the intercoolers for CTT S types. We found the right front cat had rotted out so changed the exhaust to a high flow sport exhaust and bypassed the rear cats. The truck already had a cold air intake system so just retuned everything with a custom flash. The throttle response is instant now, lag is nearly 0. The boost comes on hard from 2000 RPM and below that with PSM turned off. Haven't dynoed it yet, but running side by side with my partner in my 996TT, it's a dead heat. Worst part is 500 miles later the right rear half shaft gave up, then the left front at 1000 miles. Big power means upgraded driveline. Next up, driveshaft from Lindsey Racing and some bigger brakes!

It's not cheap! I had steel sleeves installed. Cp pistons, Pauter rods, 3.70 bore which is only like .034 larger.

2 hours ago, lewisweller said:

Alu .... Sweet. 

The transmission gets a bad rep but really they are very reliable, the solenoids on the valve body being the real weak link. 

Porsche gave it a life time no maintenance schedule, I scoff at anything that claims life time, the manufacturers translation of life time is just to the end of their warranty period and not a day longer.

Scandalous like the trump presidency, #Trump the Russian puppet lol. 

 I don't expect any trouble from the trans until around 800 hp. I am doing the valve body and had a converter built with the stock stall speed for now.

DSS aluminium driveshaft, which IMO is what everyone should be doing if nothing more than for the lifetime fix. Funny you didn't say transmission because that's usually what people assume first. LOL, I have a plan for everything. 

It's coming...............!

Thanks, I think Im going to see if I can apply this thinking to my a4. My rack is pissing all over the front wheel.

Could you post the part #'s for the seal and o ring please?

Air quality sensor. 

Most all your parts will have a part # on them somewhere. The parts listings/diagrams have been of great help to me when I want to find out what something is, where it go's, what bolts go where, length of bolt at that location, etc. Just find an online parts vendor with good diargams. 

Yes. But the bolts are difficult to get from underneath. I tried bending an end wrench and ended up making one by welding a socket to a cut off end wrench and grinding some away. The mounts drop by about 3/4 of an inch with wear.

You could have some different stuff going on here depending on whether you have the auxilliary heater or not and your vin #. But irregardless there will be two alum pipes going into the firewall behind the upper control arm. Those go to the heater core. Simply detach and loop the feed and return eliminating the core feed from the circuit. 

Well, My 04 turbo was manufactured in 3/04. I do have the needle bearing front pump. I picked up my Cayenne 1 owner with 65k. As far as I know from the service history and working on it the trans has never been replaced. It was always serviced where it was purchased by the original owner. I include a couple of pics here of the new seal sent to me ending in 4302. It has the same id, od, and direction of rotation as the original one I took out. For all purposes it is the same seal with the adittion of a full rubber casing compared to the originals brassy colored outer metal shell. Though, on the new one ending in 4302 you can see the brassy colored casing through the holes in the rubber. Maybe 4302 is just vthe latest revision to the part ending in 4300. But I do see the mention of a bushing and needle bearing versiion in the parts listing. 

Did you say you have the bushed style front pump Lewis? I think my original is what you are descri ing you have. 

I just bought one for my cayenne, im gonna go look at what they sent. Im gonna look at my trans and tc to see what style I have on my 04 turbo. Maybe I got the wrong one! Apologies for the misinformation!

I feel your pain. Diagnostics are really tough.

The heater core pipes are located in the front drivers side wheel well behind the liner. The coolant after run pump is located here as well. I can take some pics for you tomorrow but you will jeed to bypass the core at this location so that your coolant after run pump still circulates as intended. The after run pump also supplies the core with warm water after your Cayenne is shut off and the climate control is set to "rest". 

 95532124302 is the correct part for your turbo v8. The v6, v8, and v8 turbo all use the same torque converter with a different stall speed for each.  All three use the same tiptronic transmission with different number of clutch pack plates and frictions based on model with the turbo having the most. The v6 tipronic uses a bushed front pump where the the converter slides in while the s and turbo use a needle bearing. 

The seal rides on the t/c hub and has nothing to do with the input shafts. All the 955 v8's use the same size t/c and front pump. So....both the id and od of the seal will be the same across all of the 955 v8's. Interesting that there is a chunk missing. That is probably from the shop prying it out. The correct way to remove is to screw something in the metal ring between the seal lip and the od and then pull. A slide hammer works best. When the pipes let go and the coolant gets past the outer seal lip then. the glycol dries and crystalizes. Then it just sits in there and grinds away at the seal.  Glad to see your fixing the Cayenne. You may just fall in love all over again!

This tube is a Jimmy-Fix for the record books! Love it!

You can also disconnect the mafs and it will run in open loop ONLY using the map sensor for airflow readings. In this regard it will use preset maps to control fueling. The mafs are mostly for part throttle, tip in, and closed loop.

You can buy just the solenoids. There's several manufacturers but rostra controls is the first one that comes to mind. If you PM me I can send you some documents later that will explain to you exactly how the entire transmission works

I got you. Pm sent. You can also access all the info you need at the Porsche techinfo2 website. It is a pay per use service with different plans.

Actually kinda looks like coolant.....

Was that hillbilly talk for "agreed"? LOL

The 4.8 variocam can select two different intake cam lobes based on the lift it wants the engine to see.

On 4/23/2017 at 2:19 PM, lewisweller said:

The small pipe goes to the rigid metal turbo vent pipes located at the rear of the engine. Mine are leaking oily mess but when it tested it I could get anything to pass so I just left it alone as it a total b * tch to fix. 

If the vent system from the turbo fails it might be able to become pressurised maybe this is the purpose for the relief valve. Details and pictures are hard to find on the turbo vents I have searched a lot and found jack all. 

 

There's not much to know. The single vent tube coming from the passengers side valve cover pcv connection go's to the tee in the rear. This line is always under pressure except in decel. From the tee each side connects to the turbo scavenge tanks. The turbo scavenge pump sucks/pumps both air and oil and dumps it directly back to the oil pan. Replacing the plastic tee with a metal version should be standard practice for the 955. When you cut the metal crimps off you still have a barb to hold the hose on each metal pipe. If the scavenge tanks didn't have a vent pipe the pump would place the turbo's center cartridge under vacuum, not good. The 955 needs an external AOS, or catch can at minimum because the PCV system is terrible and geared towards low maintainence and emissions.