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About Doug_B_928

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  • From
    Winnipeg, Canada
  • Porsche Club
    PCA (Porsche Club of America)
  • Present cars
    2006 Porsche 997 C2S
    2010 BMW 335i Xdrive
    1979 Porsche 928
    1973 Porsche 914

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  1. I sympathize with the OP. I recall several posts on forums over the years where someone changed the ATF and then had problems with the transmission. Based on the information provided, they did not appear to have problems prior to the fluid change. I recently asked a BMW service advisor this question re my 11 year old 335 (~55,000 miles) and he advised to leave it alone for this same reason...
  2. I had mine (2008 S) replaced by the dealer under warranty. I recall they said they had to remove quite a bit of the interior on the back side to get the job done.
  3. Search is your friend. One time I hit the rev limiter by waiting a fraction too long to upshift. Upon arriving home I immediately checked for overrevs and there were ignitions in ranges 1 and 2.
  4. Turns out the dealership had left the line loose that goes from the vacuum pump to the intake (it was loose on the intake side).
  5. Thanks, JFP. I put my mity vac on it with an attachment that fit inside the inner diameter of gas cap. I put pressure on it and it didn't hold, but I'm also not sure that this is the correct location to be testing. Is this the kind of equipment and test to which you were alluding?
  6. I'm having this fault in my 2008 Cayenne S, with the addition that Durametric says under the fault "No signal/communication." Is there a way to check the integrity of the gas cap, or do people tend to just replace it to see (it's about $40 CAD at the dealer)? Also, I had the car at the dealership about a month ago where they changed the injectors. Are any of the items in the list above under or near the intake such that this could be cause by something that the mechanic left loose?
  7. Update: All 8 injectors have been replaced. I've put over 300 kms on the car and it is idling perfectly. So, it would appear at this point that the injectors were, indeed, the issue.... time will tell for sure, but so far so god :).
  8. Yep, and, if the injectors (which I am still awaiting) don't fix it (unlikely) then the problem is probably one or more lifters stuck in the high lift position. BTW, where is the best place to get new lifters for a 2008 Cayenne S? I'm not finding them at the usual online suppliers (Pelican, ECS, Suncoast, Autopartsway).
  9. Me too. But they know cylinders 2 and 6 have leaking injectors. They are charging me for the injectors and labour, which is why I'm sceptical about changing all 8; especially since I also highly doubt that this is responsible for the codes and rough idle. I suggested that they replace 3 injectors (cylinder 1 is also suspect; I'll probably end up having all 8 done so that they'll be known to be good) and when the intake is off we should be able to manually inspect how much the intake valves open (set each cylinder in turn to TDC on exhaust stroke and then observe how much the valves open on intake stroke). If it's a stuck lifter (which in this case would be stuck in the high lift position) we should see one or more valves open further than the rest). I haven't heard back from them since I made that suggestion so I guess they are thinking about it.
  10. Update: I took the car to the dealer a week and a half ago. It had finally thrown a CEL and valve lift codes had returned along with a couple of misfire codes. They were a bit bewildered. They did find two injectors leaking and want me to authorize 8 new injectors. They said there is a TSB on the injectors. I'm wondering why change them all if only two are leaking. Their technical advisor is saying that the leaking fuel injectors could cause the valve lift fault, but they can't be sure.
  11. Thanks, Lewis. He did a great job of detailing his problem. I'm not getting misfire codes and his symptoms are a bit different (his alternating between what appeared to be the lifter getting stuck in high and low positions). I'll talk to the dealer about it again this week when I'm there picking up the cowl end cap that I broke (cheap plastic crap) when taking it off to do the solenoid. It makes sense to me that my lifter on cylinder 3 could be stuck in the high lift position, so not switching to low lift below 1400 RPM. But, the code is intermittent and when I watch the 'lifter roughness' on the cylinders it tends to fluctuate, though cylinder 3 is usually around the set point for lifter roughness (7).
  12. Thanks for checking, Lewis. When I was at the dealer for diagnosis I did ask them about a stuck lifter. They were fairly adamant that a stuck lifter would be causing a CEL. Do you recall who the fellow was with the stuck lifter? I'd like to PM him to see if he recalls a CEL or any codes he was getting.
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