deilenberger

Loren, if you have a Durametric or IcarScan tool you can read the transmission oil temperature directly with them. I believe that's how a dealer would do it..

One of my laws: "You'll never need the part you have.." - meaning if you'd bought the wear sensor before starting the job, the old ones would have come out just fine. Had yours indicated the pads were worn? It looks as if once they touch the rotor surface and the plastic surrounding the actual sensor starts being worn away - they become much more difficult to remove intact. Or to install intact. They're the cheap part of the job - I just order them when I decide to do the job. Dunno what I'll eventually do with the old sensors that came out just fine and are sitting on the shelf.. :) I'm sure I'll never need them.

If you want to swing by and pick them up in NJ.. sure. BTW - these sort of special tools - typically have a resale value when you get rid of the vehicle of about 75-80% of their new price. BTDT with lots of BMW special tools for their cars and the bikes. If I'm not using them - I'll post them on a forum FS list and they're typically gone in a day or two. There are a number of BMW valve shim kits that increased in price so much while I owned them that I made a profit selling them, had a bidding war going on.

$32 is excessive? If you drop one of the calipers and rip the brake line out - the cost will far exceed $32. If you drop a caliper, rip the brake line out and it ends up on your toe - the cost will far exceed $32. You're going to save $300-500 over visiting a dealership.. and $32 is excessive? Reread what he said: "I found the pins somewhat redundant if you have another pair of hands to help" - do you have another set of skilled hands around?

Does the icarsoft allow you to activate (turn on) components? If so - try turning the fan on at various speeds and see what happens, then report back. The most frequent failure appears to be the blower itself - and it looks like a royal PITA to get to, some fairly heavy duty interior disassembly required.

I went looking for it in the wiring diagrams - and nothing in the battery-power circuits showed a manually operated switch, so it must be somewhere else..

REALLY interesting. I never noticed the switch. I was easily able to see it by moving the seat all the way back and then popping open the little cover. Since I sometimes leave the P!G for a month or so at a time in the garage (out playing/travelling on my motorcycle) putting it in the storage mode has some real appeal. Plus it makes for a great theft deterrent. Cool beans!

I have no idea where there is a switch that you mention. Can you take a photo of it? If it requires removing the seat - it's not happening. Have you done an entire system scan with the ICarScan? That should pinpoint where any faults are recorded that might cause the message you're seeing. It is worth doing a system disconnect/reconnect - if the voltage dropped low enough when you were in the process of swapping batteries that might account for the message you see. It may be a residual that clears if the car boots up with a fully charged battery.

There is no "register" the battery on a Cayenne. BTDT spent a lot of time researching it. If you ask a dealer's service department the response will be "huh?" - they simply replace them. There is info in the Gateway on what battery was installed at the factory - but there isn't a tool capable of changing that information or adding to it. I tried Durametric, ICarScan (which looks like it has the ability - but if you go to write it to the Gateway is doesn't "take"), Snap-On and several other tools. Then I noticed that Porsche actually changes the charge characteristics according to how you're driving the vehicle. If you have it in non-sport mode, charge voltage is limited to around 13.6V. If you press the SPORT button, that voltage will immediately increase 1V. Doesn't matter what gear, what engine speed. The reason for this is fuel economy. They want to increase the corporate fuel economy rating for the EPA - which saves them gas-guzzler money, so they limit the load the alternator will put on the engine when you're in normal mode. Since fuel economy isn't measured in "Sport" mode - they can unlimit the load and allow for full charging. As far as your problem - I suspect your battery is only partially charged. Before installing any new battery it should sit overnight on a smart-charger until the charger indicates it's fully charged. A battery that doesn't have this done will likely never be capable of full CCA rating. What you might try doing is disconnecting the battery and charging it in place. Hopefully you DID connect up the vent tube to the new battery (I have the same battery in my '11 CTT..) Charge it up overnight and then reconnect it. See if the fault message goes away. The fact that the ICarScan couldn't communicate with your ECU makes me think the vehicle voltage is low enough that the modules have triggered low-voltage protection mode. They shut themselves down to prevent burning themselves out due to low voltage. You can display a voltmeter on the multi-display on the dash. It would be interesting to observe that.

sAnother data point from another forum: Year Model Mileage Location AT/MT Fluid Remedy ForumUserName FIX WAS ----------------------------------------------------------------------------------------------------------------------------------------------- 2012 V6 105,000 TX, USA MT Raveonl TF0870 Y ChrisFu Fluid Change 2012 V6 40,000 CA, USA AT Porsche OEM Y Steph280 Fluid Change 2011 CTT 93,700 IL, USA AT Ravenol TF0870 Y pastorom Fluid Change 2011 CTT 72,000 NJ USA AT Porsche - 63 Y deilenberger Fluid Change 2012 CTT 45,300 MD USA AT Porsche OEM Y BweSteve New XFerCase (Warranty) 2011 CTT 31,000 VA, USA AT Porsche OEM Y CarGuyNVA New XFerCase (Warranty) 2011 CTT 61,000 VA, USA AT Porsche OEM Y CarGuyNVA New XFerCase (Warranty) 2013 CS 30,000 London GB ? Porsche OEM Y Greenwich07 New XFerCase (Warranty) 2011 CTT 70,000 SC, USA AT Motul DCTF Y ktr6 Fluid Change 2011 CTT 69,500 TX, USA AT Porsche OEM Y Kricci New XFerCase (Warranty) 2013 Base V6 55,000 NC, USA AT Porsche OEM Y Qu4ttro New XFerCase (Warranty) 2012 CS 52,000 TX/KY USA AT Porsche OEM Y Mike 41 New XFerCase (Warranty) 2013 GTS 13,000 CA, USA AT Porsche OEM Y pburt 03 New XFerCase (Warranty) 2012 CS 53,000 IL, USA AT Porsche OEM Y Northshore911 New XFerCase (Warranty) NOTE: So far all the warranty TC replacements were done without trying a change of oil first - so we don't know if those Transfer-Cases would have responded positively to a simple oil change. NOTE: I'm discontinuing updating this table as of 5/2/17. The problem is I can't post an image to this forum, and that's how I'm doing updates on other forums. My hosting the image isn't happening - if the forum isn't interested in maintaining images in posts then I'm simply not posting them. Sorry. You can find the latest versions at: https://www.6speedonline.com/forums/cayenne-958/287782-2011-cayenne-transfer-case-replaced-13.html or https://rennlist.com/forums/cayenne-958/986001-transfer-case-2.html#post14154622

Adding a few data points from another forum - dunno if he's (CarGuyNVA) a member here, I don't believe Greenwich07 is: Year Model Mileage Location AT/MT Fluid Remedy ForumUserName FIX WAS ----------------------------------------------------------------------------------------------------------------------------------------------- 2012 V6 105,000 TX, USA MT Raveonl TF0870 Y ChrisFu Fluid Change 2012 V6 40,000 CA, USA AT Porsche OEM Y Steph280 Fluid Change 2011 CTT 93,700 IL, USA AT Ravenol TF0870 Y pastorom Fluid Change 2012 CTT 72,000 NJ USA AT Porsche - 63 Y deilenberger Fluid Change 2012 CTT 45,300 MD USA AT Porsche OEM Y BweSteve New XFerCase 2011 CTT 31,000 VA, USA AT Porsche OEM Y CarGuyNVA New XFerCase (Warranty) 2011 CTT 61,000 VA, USA AT Porsche OEM Y CarGuyNVA New XFerCase (Warranty) 2013 CS 30,000 London GB ? Porsche OEM Y Greenwich07 New XFerCase (Warranty) Note that the bottom 4 did not get the oil changed to see if that would fix the cases - they were warranty cases (CPO) so they just got new XFerCases per CPO warranty.

Persist. Mine was reluctant at first also. Dunno why. Eventually it "took".

I reset mine to 0 when I changed the oil. I should check it again and see how it's changed. If you buy the ICarScan - to reset the TC oil use/wear numbers - the engine can't be running, but the ignition must be on. That fooled me for a bit. Got a communications error message when I went to reset it. Once I turned the engine off (leaving ignition on) - it reported "Success" - and the numbers were reset. I'd also love to see other people's numbers before changing -- especially anyone experiencing problems.

It's Don Eilenberger.. Basically http://www.obd2tool.com/goods-5052-Launch+X431+iCarScan+Bluetooth+Diagnostic+Scanner+for+Android.html - although I ordered mine over a year ago. I'm using the Android based software. I haven't heard from anyone trying to use the iPhone based software yet. As far as the Porsche version - whatever was the latest download.

New column added: Year Model Mileage Location AT/MT Fluid Remedy ForumUserName FIX WAS ----------------------------------------------------------------------------------------------------------------------------------------------- 2012 V6 105,000 TX, USA MT Raveonl TF0870 Y ChrisFu Fluid Change 2012 V6 40,000 CA, USA AT Porsche OEM Y Steph280 Fluid Change 2011 CTT 93,700 IL, USA AT Ravenol TF0870 Y pastorom Fluid Change 2012 CTT 72,000 NJ USA AT Porsche - 63 Y deilenberger Fluid Change 2012 CTT 45,300 MD USA AT Porsche OEM Y BweSteve New XFerCase Please use this format going forward.

Creating a new column - with two options: "Fluid Change" or "New XFerCase" That should clear things up a bit..

Steve - the list above is of Cayennes where new fluid was installed in the transfer case - and if it improved ("Remedy") operation. I'm sure your new TC has new fluid in it - but we can't attribute it's good behavior to the fluid alone.. :)

@958s - I'll be very interested in how the oil you now have in there looks after some use when you go to change it again. I'm giving thought to doing a second change on mine.

John, you might do better posting this in the correct forum. Your Cayenne (assuming we're talking about one) is a 9PA (AKA 955) - and the forum for those models is: https://www.renntech.org/forums/forum/80-9pa-9pa1-cayenne-cayenne-s-cayenne-turbo-cayenne-turbo-s-my2003-2010/ Good luck!

I guess I should add in my info: Year Model Mileage Location AT/MT Fluid Remedy ForumUserName --------------------------------------------------------------------------------------------------------------------------- 2012 V6 105,000 TX, USA MT Raveonl TF0870 Y ChrisFu 2012 V6 40,000 CA, USA AT Porsche OEM Y Steph280 2011 CTT 93,700 IL, USA AT Ravenol TF0870 Y pastorom 2012 CTT 72,000 NJ USA AT Porsche - 63 Y deilenberger

I can't begin to imagine why changing the oil more frequently would be a problem. You may want to invest in a set of spare fill/drain plugs - just in case. The friction modifiers only "go away" with wear on the oil. They don't build up from changing the oil too much, they pretty much stay in suspension in the oil. My mechanic also suggested doing it every oil change (7,500 miles) - if the Ravenol appears to work well for 15,000 miles - I'll probably make that the transfer-case change interval, since I do oil about every 7,500 miles. Every other oil change. I don't know if I'd be as quick to do it that often with Porsche's $65 fluid though. (I'm value-conscious - ie - cheap.) BTW - Pastorom - thanks MUCH for telling the "rest of the story".. since yours was the only case so far where changing it on a higher-mileage transfer-case didn't improve it overall. Apparently the Redline wasn't the "right stuff.." Good on'ya!

Dear bazza, This would require a Porsche specific code reader (Durametric, ICarScan) to diagnose. A WAG is the controller for the HVAC - but that's an expensive part to replace on a guess. It could also possibly be a failing switch. Do both sides do the same thing? Or only one side? With a code reader one could read the inputs from the switches into the module, and then read the output status going to the fan. And the stepper motor positions for the vents. At least with ICarScan I can. I haven't hooked up my Durametric to see if that's possible (mostly just from sheer laziness - it's way too easy to use the ICarScan.) So it's either buy a scan tool or visit the dealer time IMHO. I'm sure the HVAC module has to be coded to the vehicle, so no real avoiding that. Good luck and let us know how it works out please.

BTW - searching on the Shell oil turned up a number of hits with BMW forums. They have the same problems (and strangely enough, have ZF transfer cases that use the same oil we do. They also found that changing the oil often seems to solve most of the issue. http://www.bimmerfest.com/forums/showthread.php?p=8033580 and http://www.bmwfanatics.co.za/showthread.php?tid=17751

Porsche Oil: Looking at Porsche PN 000-043-305-63, it has no detailed spec's on compatibility or use specifications on the bottle. It's obviously made for our transfer cases since the quantity is 850cc's (the case capacity.) On the front it says: " Bezeichnung: getriebeöl" which translates to: Gearbox oil". and "Im geschlossenen originalbehälter 3 jahre verwendbar ab Herstelldatum: siehe Aufdruck" translates to: "In closed original container 3 years usable from date of manufacture: see imprint" On the warning label inside it gives a MDS listing (required by law): "Contains (1-tert-dodecylthio) propan, Ethoxylated anime, Calcium sulphonate, borated esters." then lots of health warnings. The first chemical ((1-tert-dodecylthio) propan) appears to be a lubricant additive "This substance is manufactured and/or imported in the European Economic Area in 100 - 1 000 tonnes per year. This substance is used in the following products: lubricants and greases and hydraulic fluids." The second chemical (Ethoxylated anime) is a surfactant (something that "wets" a surface - like detergent does for water). The 3rd chemical (Calcium sulphonate) is something fairly new according to a Google search. It's an oil/grease additive that gives rust protection and works as an extreme pressure additive at the same time. The final chemical "Borate esters possess friction-reducing, antiwear, and anti-oxidant characteristics when blended in lubricating oils." Not super radical chemistry, but the one "new" chemical is interesting since it specifically is used to protect against rust while still working as an anti-wear extreme pressure lubricant (extreme pressure means "metal to metal" - it forms a barrier preventing this contact - ideal in this sort of clutch). Fuchs Titan ATF 5005: This oil is suggested as a direct replacement for the older Porsche oil: 000-043-301-36-M846. It is shown om Fuch's website as an automatic transmission oil, basically a DEXRON III type oil.. The bottle has no MDS listing on it, so the chemical composition is unknown. It is supposed to meet the Shell TF-0870 oil specification. It is widely sold as being for all Cayenne transfer cases. In looking at Fuch's own website - where they have a product selector: http://fuchs-eu.lubricantadvisor.com/advice.aspx?lang=eng&type=91be4020af03306d78b8184be618df13 - they list a different ATF for use in the transfer case: TITAN ATF 7134 FE - which raises an interesting conundrum. The 7134 FE is a recently developed lubricant made for Mercedes automatic transmissions that apparently were experiencing shift problems with standard ATF lubricants like ATF-5005. https://www.fuchs.com/uk/en/products/product-program/automotive-lubricants/#gear-oils Most importantly - I could find no Fuchs approval of the 5005 oil in our transfer cases. It might just be an older recommendation that was superseded by the 7134-FE recommendation, The change in recommendation might almost makes me think that Fuch's is the OE supplier for Porsche, and that Fuchs-5005 = 000-043-301-36, and Fuchs 7134 FE = 000-043-305-63. The reason for the "almost" is twofold: There are warnings that this fluid is not compatible with red color transmission fluids, and the fluid is blue. The new Porsche fluid is amber. RAVENOL Transfer Fluid TF-0870: I don't have any bottles of this - so I can't say if there is a MDS sheet under the back label. Ravelol US gives this description: "RAVENOL Transfer Fluid TF-0870 is a fully synthetic gear lubricant designed specifically for the latest generation of electronically controlled active transfer cases. RAVENOL Transfer Fluid TF-0870 is formulated with fully synthetic base oils (PAO) combined with special additives and inhibition. RAVENOL Transfer Fluid TF-0870 ensures optimum power transfer and ultimate reliability." They also specifically list it as recommended for the Cayenne transfer case and equivalent to Porsche 000-043-301-36. I think this is a safe bet if you want to use other than the Porsche overpriced oil. It would certainly work as a flush oil with a final change to the more expensive Porsche 000-043-305-63 fluid. Enough on oil. Chris - I'll be very interested to hear how your latest change holds up.

Chris - it might be a fun project to try to find a barbed nipple that could be screwed into the case in place of the drain plug, then route a line from that to a small hydraulic pump and pass that through a filter - and then back into the fill port. Circulate the fluid and try to trap the suspended particles in the filter, and let the circulating oil wash any more out. Only problem I can see is it wouldn't get fluid up around where the clutch assembly is (up at the top of the case). Probably work just as effectively to do another change of fluid in 1,000 miles or so. As long as you're not using the $65 Porsche stuff it isn't too painful to dump lightly used fluid. I think I'll do some more fluid research. See who makes what for transfer cases.. I have a liter of the Fuchs oil sitting on my shelf. That was $15 or so. Have to spend some time seeing what approvals it has and how those might transfer to other oils.