Jump to content

The RennTech.org community is Member supported!  Please consider an ANNUAL donation to help keep this site operating.
Click here to Donate

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
  • Registry
  • 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)

deilenberger

Contributing Members
  • Content Count

    603
  • Joined

  • Last visited

  • Days Won

    4

Everything posted by deilenberger

  1. One small comment on the transfer case. In another forum in a longish thread on 958 transfer case (AKA-TC) failures - someone posted a receipt from a dealer who tested the TC by unplugging the controller motor (I imagine that does trigger a driveline failure message of some sort.) When unplugged the TC didn't exhibit the symptoms. The dealer seemed to conclude that was a conclusive test - and replaced the TC, to the customer's satisfaction. A new TC was bought for ~$2,500, labor/parts to install it was around $500. List price on the TC was much higher, but looking at some on-line parts sources, $2,500 is not an unknown price from a Porsche dealer. Strangely - people are paying more than that for used ones on eBay. Big "duh" to them on that..
  2. Searched the ZF and Aisin websites. Found references to Porsche/Cayenne on the ZF website - but not for transmissions or driveline components. Found references for Porsche for automatic transmissions on the Aisin website - but no specifics as to years/models.
  3. I've been searching for the reference to ZF and the 958 series that I saw and so far am coming up empty. I distinctly remember being surprised that they had changed vendors from Aisin - which is why I remembered it. I vaguely remember it being in some Porsche promotional material, but so far I haven't been able to find it. I'll keep looking..
  4. Some more research - lead me to: http://www.pentosin.net/f_transmissionfluid.asp - which in searching turns up their ATF 1 LV as being compatible - both with apparently the 8 speed ZF boxes and what appears to be the 6 speed Aisin boxes (also used in lots of Cadillacs and Toyota/Lexus vehicles.)
  5. AutoAtlanta lists alternatives specifically for the 958 series: http://www.autoatlanta.com/results.php?partnumber2=958 300 540 00&page=1 - these include the Febi Bilstein replacement fluid. At $13,000+ for a replacement transmission I'd like to be certain that what is going in is the correct fluid. Here is the Pelican page for the same thing: http://www.pelicanparts.com/More_Info/95830054000.htm?pn=958-300-540-00-M36 - a bit cheaper. Sunset Porsche has the factory oil for somewhat less than most other on-line dealers: http://www.sunsetporscheparts.com/oe-porsche/95830054000
  6. I thought the 958 8-speed is a ZF built transmission, not Japanese. The Fuchs website doesn't list this as compatible with the Porsche fluid. Pelican may be correct for the 955/957 6 speed transmission built by Aisin transmissions, which indeed are Japanese. http://www.fuchs.com/us/en/special/product/product/titan-atf-4400/ From the Fuch's website:
  7. Are you certain the engine is missing? Or could it be a brief driveline slip? The transfer cases on the 958 are known to be a trouble spot, and are appearing on more and more forum posts (on other forums - this one is almost dead on 958 topics.) The failure exhibits itself as roughness felt when accelerating, and sometimes more noticeable when turning. The failure appears to be in the clutch assembly. Dealers are getting ~$4k to fix this - new transfer case (not hard to put in actually, but expensive to buy.)
  8. Wrong forum. You have a 9PA. You want to post this in: https://www.renntech.org/forums/forum/31-9pa-9pa1-cayenne-cayenne-s-cayenne-turbo-cayenne-turbo-s/ And a question - what tool are you using to read these codes? If it isn't a Cayenne specific tool, any code above P999 is questionable since those numbers are manufacturer and model specific.
  9. Do you know if your 958 was the subject of the EGR oil separator recall/campaign?
  10. What you do want is PROOF (a receipt perhaps) that the maintenance was done. At least a receipt for the parts. Without that Porsche can legitimately complain that you may not have properly maintained the vehicle.
  11. If you have a cell phone - you can simply ignore the SIM card slot and just bluetooth your phone to the Cayenne. That's the simplest way. The Cayenne doesn't use the internal phone guts for anything - the traffic info is over Sirius/XM and costs you about $9/month (more if you want entertainment.. but they do respond to dickering..) The Bluetooth is depending on your phone - not the carrier. My Verizon phones seem to hook up just fine.
  12. That might be true - but you won't sell yours cheap right?
  13. Yes. A cheap used German car may be the most expensive car you've ever owned.
  14. 1. Normal 2. Spare in a can - liquid sealant you'd need if you didn't have a spare. Since you DO have a spare.. the hole remains empty. I store my trailer wiring adaptor in it. BTW - the wheel pin that threads into a lug-bolt hole - making it easier to put a tire on or off - is hidden under the jack. I now have two since I expected it to be somewhere obvious, and when it wasn't - I bought one.
  15. As far as a manual - the ones sold on ebay from the UK are a PDF of the PIWIS technical manuals. They are designed for experienced Porsche mechanics, so they don't assume this is your first time swinging a wrench. They annoyingly repeat every set of instructions (despite many being identical) for every model Cayenne that was made. (Base, diesel, /S, Turbo, V6-Turbo//S) It is about 11,000 pages in length. The other legitimate option is a subscription to ALLDATA. They have a special for a 1 year new subscription for around $15. The data isn't as intensive as the PDF from Europe, but it is MUCH easier to find things, and extensive enough to handle the majority of items you might run into. The subscription is model specific, so if you have an /S or GTS - you won't be wading through page after page of irrelevant material on the diesel or turbo vehicles.
  16. JFP - I think the concern comes from the BMW family tree - where charge parameters were actually changed over the life of a battery to optimize the charge characteristics to match the battery age/use. Some early battery failures on BMWs have been blamed on the failure to reset the charging parameters when changing batteries. As far as I can find - the charge voltages that Porsche uses are fine for any AGM battery that might be used... so no need to change the parameters.
  17. Do they unlock with the drivers door handle (assuming keyless entry on the vehicle)? And have you checked the rear-seat child interlock button on the drivers window control panel?
  18. This is one of those.. "can't actually do this" sort of things. I read this same message, and after installing a new AGM battery (identical to the old one) called two different Porsche dealer service departments to ask about having it done. They both said "What?" "We don't do that.." So I visited an independent with several different high-end code tools. The tools thought they could do it - but they couldn't. Wouldn't write to the ECU. My DuraMetric doesn't even offer the option, so I bought an ICarScan tools that does - it offers to do it and then tells you it can't do it. So I put a voltmeter up on the dash PCM multi-display as one of the lines in it. Found the system was happily charging away at around 13.2-13.5V no matter what (idle, higher engine speeds, more items on - it stayed the same..) Somehow I then pressed the "sport" button and spotted the charge voltage immediately jumped 1V higher (14.2-14.5V). Switched off "Sport" and it dropped back down. Tried manually selecting gears to get the same engine RPM/speed - the voltage didn't change. Went into "sport" mode - voltage went up, manually selected a higher gear to drop RPM - voltage remained up. So - figured out what the deal was - Porsche was maximizing MPG in "normal" mode. That's where the MPG rating is taken - not in sport mode. So by limiting the charge voltage and current, that minimizes the load on the engine, which ups MPG. In sport mode no one gives a darn about MPG - so they let it charge in a "normal" manner. Given that - there is no reason to program the ECU to the new battery. The charge circuitry is more interested in MPG than maximum battery life. MPG costs Porsche $$ (gas-guzzler tax) - which costs sales. The bean counters basically are setting your charging parameters. Short version: Fugeddaboutit. HTH,
  19. Ynor - I would need a bit clearer version of the diagrams you're looking at (a page reference, or heading reference also would be handy) in order to track them down on my workshop manual.
  20. I went through the wiring diagrams in the Porsche service manual. The only references to the Homelink were for the power (taken off fuse 47) and ground to it. There is a wiring diagram of the overhead console - that doesn't show it at all. The module mounts in the nose of the Cayenne above the center grille. Dunno if there is any existing wiring in that area or not. It's vaguely possible that the Homelink module to the overhead console link is made via Can-Buss, lots of other stuff on a Cayenne is controlled that way - but minus any detailed wiring diagrams I can't actually say.. Good luck and please post what you figure out..
  21. I believe the system has to be calibrated.. dunno if Durametric can do this or not. May require a dealer visit. Why was the compressor replaced? They should be long lasting on the 958 series since it's filled with nitrogen not just air, and it doesn't take any air (and moisture) in.
  22. Thanks for letting us know. This thread has been a topic of discussion on another forum where people are predicting/diagnosing a bad head gasket based on very sketchy data. Your thread serves as an example of the risk of doing that. And glad to hear it's up and running good! The oil cooler in the sump is an "interesting" design. Volvo many many decades ago used an oil/water oil cooler on the P1800S series of cars. It was infamous for causing the destruction of engines when it started leaking coolant into the oil. Luckily - it simply screwed into the block mounted oil-filter fitting (and the filter screwed into it) and had a few hoses to the cooling system, so it was rather easy to remove. Took about 30 minutes or so to eliminate that point of failure. Without it - the engines simply lasted about forever (one I owned made it to well over 375,000 miles and had never been opened up last I heard of it..)
  23. Somehow we missed the end of this story. Did it ever run correctly again? Don't leave us in suspense. Don't be "that guy.."
×
×
  • Create New...

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.