Welcome to RennTech.org Community, Guest
There are many great features available to you once you register at RennTech.org
You are free to view posts here, but you must log in to reply to existing posts, or to start your own new topic. Like most online communities, there are costs involved to maintain a site like this - so we encourage our members to donate. All donations go to the costs operating and maintaining this site. We prefer that guests take part in our community and we offer a lot in return to those willing to join our corner of the Porsche world. This site is 99 percent member supported (less than 1 percent comes from advertising) - so please consider an annual donation to keep this site running.
Here are some of the features available - once you register at RennTech.org
- View Classified Ads
- DIY Tutorials
- Porsche TSB Listings (limited)
- VIN Decoder
- Special Offers
OBD II P-Codes
- Paint Codes
- Videos System
- View Reviews
- and get rid of this welcome message
It takes just a few minutes to register, and it's FREE
Contributing Members also get these additional benefits:
(you become a Contributing Member by donating money to the operation of this site)
- No ads - advertisements are removed
- Access the Contributors Only Forum
- Contributing Members Only Downloads
- Send attachments with PMs
- All image/file storage limits are substantially increased for all Contributing Members
- Option Codes Lookup
- VIN Option Lookups (limited)
Having recently shopped for, and purchased a 53rd childhood vehicle (I have a list somewhere of the cars I've owned in 73 years.. and motorcycles and boats - it's never too late to have a happy childhood..) I think you're pretty much on the money. I purchased a '09 Boxster "Base" with PDK (and a number of other performance options the last owner had added) with about 54k miles on it, for $21k. Needed new tires - which I'd factored into the dickering. Other than tires - it's in excellent condition. I actually preferred the base model for 2 reasons (1) It rev's more. The transmission tuning lets the engine rev more than the 3.2L engine ones, and I like hearing engines sing (2) no direct injection. Don't need the problems with carbon'd up valves or high-pressure-fuel-pumps. Have that on my '11 Cayenne turbo and really not a big fan of it. Plus the S models go for about $4-5k more. Had to be an '09 or newer - didn't need potential engine problems of the earlier ones and I wanted PDK (live in a summer tourist area - NJ shore - and driving becomes a stop/go proposition for 2 summer months.. stick is no fun, and I have nothing at all to prove in that regard.) BTW - not sure what you mean by "overhead airbag" - the Boxster has 4 airbags. One in steering wheel, one in dash in front of passenger, and one each in the doors. I don't think there was a difference in 2010.. It is a great fun car. The turning ability of it is amazing, yet it's stable at speed. Engine sings, PDK does it's thing and it's delightful with the top down. Rear visibility is iffy with the top up, but a backup camera I added took care of that (has an aftermarket radio/cd/dvd/ipod/aux/mp3/GPS in it.. which has a backup camera input.) Live while you're alive.. oh - it might be possible to do a coast-2-coast drive in it, but it is a rather "firm" ride, might become tiresome after days of lots of hours/miles. I've done that drive about 15 times now, 4 times by motorcycle. Couldn't do it with the Boxster - wife and luggage wouldn't fit. The Cayenne turbo has done a number of those trips through.
You may want to look at some of the parts diagrams available at on-line dealers, or even download the parts catalog for your car from Porsche (it's free!) - parts catalogs like to use exploded views - those views include everything in the area, so you'll have some idea of how much you have to remove in order to get to the dash to remove it. AFAIK - most manufacturers install the dash as a unit - everything in it - wiring the whole deal - and it gets bolted into the shell. While it might be possible to remove it that way, one person working on their own might find it really difficult to do, especially since the steering has been installed and the seats will be in the way. Good luck!
Using a well regarded shop is probably the safest thing. Long story short: I was enamored of BMW M-Coupes, the original 325HP "clown shoe" - and decided I needed one again (I'd owned one new when they first came out and BMW couldn't give them away - a $199/month lease!) - I found one on line in Boston. I live in NJ. I probably should have just gotten in the car and gone to look at it, but I was still working at the time, and it would have made for a very long day, or an overnight (expensive) stay. I had a group of BMW enthusiasts (the E39 Yahoo group - still exists) to ask.. one who I'd met once at Lime Rock offered to look at it for me. The seller brought the car over to my friends office at lunch time, and they went out for a ride in it. My friend was very enthusiastic about it - said it ran wonderfully. It did run wonderfully - but he missed something vital. It was raining when he looked the car over, so the light was dull, he was juggling an umbrella, and the car surface had rain drops hitting it. What he missed were two things: First was the hood had been painted - not particularly well. It was painted to correct what I assume was a fender-bender+ sort of accident, not only was the hood reworked (still had original VIN tags on it though) - it was slightly yellow compared to the rest of the car. Also - one of the frame horns inside had been cut off and a replacement section welded on. It was very well done - not too obvious except for the weld bead going around it where there shouldn't be any. Second - the gray light, rain drops hitting - completely obscured the roof of the car. The car had obviously been in a hail storm at some point. And there were numerous pings from hailstones in the roof. I actually liked the car because it really DID run and drive well. Kept it about 6 years and then traded it in on my current Cayenne (along with my old Cayenne). I figure I got what I paid for it, so the 20,000 miles I put on it (the last few years it was mostly a garage queen) were basically free.. but what I missed was the rapid appreciation in value of M-Coupes. The same coupe without the two flaws (accident and hailstones) would have been worth about $20,000 more than I got for it. It was still low miles (around 48k) and still really ran well. So that's my warning message - unless you know the real capabilities of whoever is going to look the car over - I'd stick with a pro. I did have a friend look at a 2011 Cayman for me before I bought the Boxster - but this friend is a professional automotive engineer with a specialty of testifying in court cases involving car wrecks where there may have been an equipment failure. His report was exactly what I expected, detailed and clear, with a good description of how it drove. I would have bought that one, but it was about $4,000 over my budget.
Would I be correct in assuming you had to teach the new motor the end positions of travel of the window (so it can do 1 touch up and down)? That's where you press the up button and hold it when the window is all the way up (I think you hold it for 15 seconds or so) and then you do the same for down. Had you tried the procedure before replacing the motor? IE - done the teaching to the old motor? The passenger's side only does auto-close if the window is more than 50% closed already (according to the Porsche manual) - but if it somehow lost calibration for the actual fully closed position, it might behave as you described. If the new motor was calibrated (it works by measuring the current draw from the motor - when it's stalled - fully up or down the current draw increases and that's what's remembered to set the position) - when you installed it it would then obviously work fine and fully close when the door was closed. The only reason I'm asking is I have seen instances where a fault is cured by replacing a part - where the part wasn't defective, but the replacement of the part fixed something else when it was being done. I'd suggest before buying a new motor - if people come across this - that they try first before replacing anything - try to teach the motor where the limits for up and down are. If that fails - then I'd be looking at the motor.
Richard - most of the Cayenne-DIY posts on Rennlist are locked for comments since I didn't want them becoming chit-chatty, plus the original posts they originated from are still in the original forums and are open to commentary. The idea being to keep the DIY to strictly DIY..
The manifold pressure sensor is a WAY cheap part if you search on the Bosch number that's on it. It's used on everything including Chebby's.. you should find more auto parts stores stock it. I'd try a new one and reset the fault code again. As far as another forum - I might suggest rennlist.com - it has an active Cayenne forum (I moderate there..)
The best way to make this happen - is what I did with the Variocam bolts. I went through the NHTSA website data entry process and created a description of exactly the steps needed to enter a complaint in a uniform manner. That was then posted on a number of Cayenne websites. NHTSA uses data crunching to look for problem areas. If people report a particular problem but list it in different categories on the NHTSA database - the mass of complaints won't pop to the top - it's diffused. If I had one that failed - I'd enter the data and do some screen captures - easy enough to make up a DIY on how to report the problem... the other thing that may diffuse the complaints is that the failures happen over ALL years of the 958 Cayennes, and all the gas engined ones. With the Variocam problem - it was fairly simple, it was isolated to 2011 V8 engines (with a very few 2010 and 2012 engines - but those were in the single digits..) There is quite a bit more transfer case info on RennList.. https://rennlist.com/forums/cayenne-958-2011-2018/986001-transfer-case.html - longish thread, with some DIY info in it and discussions on rebuilding DIY. https://rennlist.com/forums/cayenne-958-2011-2018/1101700-transfer-case-stats-survey-please-particpate.html - which is a link to a survey I created to try to gather some info on when/how the failures occurred, and some idea of the actual percentage of failures being observed. Right now from 70 entries in the survey, over 55% have experienced failures, but that isn't a hard/fast number since people who have problems have more of an interest in talking about it.. Porsche so far has paid for close to 50% of the replacements, which to me is impressive, I think they're trying to forestall another Variocam like recall. Please do take the time to fill out the survey if you haven't already. When it gets to 100 entries I'll close it and make the data publically available.
You're posting in the 958 section (2011-2018).. you might have better luck posting in the correct forum section. What was the reason for the fuse being removed?
Intake Manifold.. appears to be the same for all normally aspirated V8's - and I didn't know of any valving in the intakes. So - I went poking around the web, and apparently there is some device used for some function on the intake manifold of normally-aspirated 4.8L V8 engines: https://www.pelicanparts.com/catalog/SuperCat/958C/POR_958C_FULINT_pg2.htm (I found several other references to it - but no explanation of what it does or how it fits into things..) So I poked around on the factory service manual, and found a reference to it. It mounts on the back of the manifold. Purpose unknown, but it might be to add length to the intake runners based on ? I'll try attaching a screen-capture.. Since you can buy that as a separate part - it might be more economical than buying an entire intake manifold. I think the first thing I'd be looking at is the two hoses. It would appear #1 might well be a vacuum hose since the round part on #6 looks a lot like a vacuum actuator. And that seems to be moving the rod #9 that connects to the two bell-cranks (#5 & #8) that look as if they might turn something in the manifold - like maybe some butterfly valving to change intake lengths. FWIW - the turbo doesn't seem to have any of this - I would guess because it just pushes air under pressure through the intake, rather than relying on engine vacuum to pull the air through.
If he means intake valves to a cylinder - that would be rather obvious with rough running and lots of error codes besides an MAF code. They replaced the "MAP" (Manifold Absolute Pressure sensor) - have they replaced the MAF (Mass Air Flow sensor)? Is there one of each on the '13 GTS? (Dunno, I have a turbo, and there is no MAF, just the MAP sensor..)
Actually I have them in PDF format. cayenne69, if you care to PM me your email address I'll send them along to you.
That depends on the year/model. Just a FWIW - if it's a turbo (your S obviously isn't) - that's not it. On the 958 turbo V8 - it's located ahead of the intake throttle body in the Y tube leading to the intake. It's the device in the red box in the attached photo. It's lots of $$$ from Porsche, but if you search on the Bosch PN - you'll find it was used for everything from Chevy turbo engines to Rolls Royce turbo engines.. and the price can be as little as $18 with just a bit of searching (and your nearby NAPA store if you're in the US probably has one in stock.) If you're going to replace the one in the parts diagram - might be worth Googling the Bosch PN that is likely on it. It might be much cheaper than you might think. Turbo MAP (Manifold Air Pressure sensor):
Normal. There is no bypass idle valve on a Cayenne - the throttle itself becomes the idle valve.
Keep cutting back until you get to shiny copper color. The gray are corroded wires - caused by water being drawn up into the wire by capillary action.