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Doug_B_928

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Everything posted by Doug_B_928

  1. 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.
  2. 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.
  3. 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).
  4. 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?
  5. 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?
  6. 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 :).
  7. 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).
  8. 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.
  9. 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.
  10. 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).
  11. 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.
  12. 2008 Porsche Cayenne S Variable Valve Solenoid Replacement The attached pdf is a write-up from my recent variable valve lifter solenoid replacement. It's a newbie-rated, detailed, pic-intensive write-up. This is a simple task but, due to a number of factors identified in the write-up, it can be difficult and at times frustrating. If I were to do it again I'd probably use the intake manifold removal method. But, in case anyone is curious, this pdf details how I did it. 2008 Porsche Cayenne S Variable Valve Solenoid Replacement.pdf Author Doug_B_928 Category Cayenne (9PA, 9PA1) - Common Fixes and Repairs Submitted 04/02/2017 06:28 PM  
  13. The attached pdf is a write-up from my recent variable valve lifter solenoid replacement. It's a newbie-rated, detailed, pic-intensive write-up. This is a simple task but, due to a number of factors identified in the write-up, it can be difficult and at times frustrating. If I were to do it again I'd probably use the intake manifold removal method. But, in case anyone is curious, this pdf details how I did it. 2008 Porsche Cayenne S Variable Valve Solenoid Replacement.pdf
  14. Update: I took the car to the dealer and, as suspected, they diagnosed the trouble code as the valve lifter solenoid. They said replacing it has always solved the problem in the past. So I spent last weekend doing the replacement. I have a write-up forthcoming on that. Unfortunately, the rough idle persists. So even the pros are a bit confused by this one. I'll probably order new plugs soon and, if that doesn't work, then bite the bullet ($$$) and replace the remaining 7 original coils.
  15. From what I recall one should test from the little barbed fitting and it should have a vacuum of .5 bar (which I think is about 15 in Hg). My wife just got home with the car so I put my mityvac on the T for that goes to the smaller fitting on the vacuum pump and I got a reading of 26 in Hg, rock steady.
  16. I don't know much about this but I'll chime in given no one has responded to your query. I hooked a mighty vac to the smaller fitting (mine has a T in the hose that comes off of that fitting with a cap on it that one can pull off to put a vacuum tester on). I'm not familiar with the code you're getting. When I put my mityvac on that fitting with the engine idling it read -75psi. I was looking to see if the vacuum was steady, which it was; I had been told that a fluctuating vacuum indicates a leak.
  17. Thanks, Lewis. I'll look into the M1 Engine Flush. But I should clarify that the only code that is occurring is the 1355 (the others in my first post in this thread have not come back since changing the battery). Not sure if that affects your thoughts on the cause but I just thought I should make that clear given that you implicate the O2 sensor voltage code in leaning toward the sticking valve lifter.
  18. Update: So I sprayed carb cleaner to hunt for vacuum leaks and did not find any (doesn't mean there aren't any as I was a bit nervous about the fire hazard and so may not have been as thorough as I could have). I checked the engine stabilizer bar and the rubber looks fine. I also switched coils between cylinders 3 and 7, cleared the fault, and after a bit of driving the fault came back on cylinder 3. There is another thread on this list (something like 'Cayenne S Rough Idle Resolved') where the problem turned out to be the variable valve lift hydraulic valve. His codes were not the same as mine (he had an overall code and a similar code on two cylinders on the same bank), so I can't be sure that's the problem here. I looked at actual values in my Durametric. There are some values for the variable valve lift. I forget the nomenclature, but there appears to be a setpoint beyond which the value for a given cylinder is rough. I watched this value for all of the cylinders at idle and it looked like 3 was often at/near the setpoint and sometimes a bit above it. So, based on Lewis' input above I guess it could be a sticking lifter on cylinder 3. I think, unless anyone out there has a better idea of what this trouble code means, that I'll soon have to take the car to the stealership so that they can at least diagnose it.
  19. Thanks very much Lewis. I hope it's not #3. I will test per the suggestions.
  20. Thanks, Don, for taking the time to look at the info and respond. No loss of interest, just a combination of lack of time and trying to be penny-wise. I visually inspected everything for cracks and put my mityvac on the tester port by the vacuum pump. Figured I'd need a smoker to test better but your carb cleaner idea is an interesting one. If I attempt that I'll wait until it's nice enough outside and will have my wife watching with fire extinguisher in hand :) . Good to know hot film MAFs can actually be cleaned. Air filters in it have always been factory or OEM. I'm aware that coils tend to go at the same time, but inspect them frequently enough that I figured I'd try to save the $ and replace as each one goes out, but it has been in the back of my mind that one or more other coils could still be causing this. The engine strut mount looked good when I did the coils, but I'll inspect it more closely. Haven't checked the motor mounts as I have to wait to get it up in the air. I did the throttle body adaptation re-learn a few times, with no improvement. The 1355 code doesn't provide any additional information. From what I can tell, all I can do is clear it and see if it comes back (which is what happened). The CEL does not appear with this code, at least not yet.
  21. I think what I've taken pics of below are the camshaft position sensors. The right bank's sensor has a lot of oil residue around it. I looked with a mirror and it doesn't appear to be coming from anywhere else. The sensor appears to be in tight, though I didn't try to tighten it further. Does the oil residue around it indicated not only some kind of seal issue but also a potential problem with the sensor? Should I try removing it, cleaning it with a lint free shop towel, and seeing if that makes a difference to the idle? Or, should I switch it with the other side to see if I start getting a trouble code on the left bank?
  22. Update: I'm still having the idle issue. I removed and cleaned the throttle body. No improvement. Apparently this car has 'hot film' sensors that are not cleanable; at least that's what I read somewhere on the 'interwebs'. Not sure how to 'align' the throttle body. I tried removing the cap on the AOS but it really feels like I'm going to break it. I've seen the Pelican write-up and it looks simple, but it really does feel like it will break before it stretches enough to go over more than one tab at a time. I checked the vacuum at the T by the vacuum pump and got a steady -75psi. Does the fact that it's steady suggest that it's not a vacuum issue? I checked the coils and did find the one on cylinder 7 to be cracked. So, I replaced it but the rough idle persists. I checked codes last week and there were some bizarre ones, but they all cleared. Just checked again this morning and the only one that's back is: 1355 Valve Lift Control, cylinder 3, implausible signal I'd rather not replace all of the plugs and other 7 coils ($$$) without knowing that it will solve the problem. Does anyone know what this problem points to? Could it be carbon build up on the valves? Camshaft position sensor? Are there any 'actual values' I can look at to get/provide more data?
  23. Purchased and installed a new battery today (got the same Varta from the VW dealer). The one in it was original, with 25/7 stamped on the ground post (I think the truck was built in July of 07; 9.5 years is pretty impressive). Cleared any faults, took it for a 20 minute ride, checked for faults and none found. But, the idle is unchanged. At idle, in Park, the set point calls for 580 and the actual idle fluctuates between 576 and 544, if I remember correctly. It's at the former more than the latter and the change back and forth is quite quick. This is a very minor vibration that you can perceive only in the seat of your pants, so to speak. I had the coils out in September (for a bi-annual check up) and they looked fine. I replaced the plugs 4 years ago and they have gone 50,000 kms/30,000 miles; should still be fine. I could take out the plugs and clean them to see if that helps. Should I try cleaning the MAF? Or, should I just leave well enough alone (I suspect the dealership would say that this minor vibration is normal)?
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