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  • Porsche Club
    PCA (Porsche Club of America)
  • Present cars
    2008 Cayenne S

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  1. I didn't let it drain too long this time compared to last, but about 800 ml came out, 125 more than last time. And when I put the fill plug back in, there was just a tad still coming out. Interesting that the dealers list the container as being 1L as does the sticker they put on the bottle with the order and part number, but the actual label says 850 ml Out of curiosity, I may pull the fill plug again after a long drive when the transfer case is hot and check the level just to see if the case temperature does affect the level.
  2. Just wanted to give a quick update to this thread. Picked up the supplies and drained the new fluid I'd put in almost 2 months ago. Was a little surprised at how dark it was as shown in the pic below. I can see why some do the flush now. It was fairly cold in the garage and the transfer case was cold, as soon as I took the fill plug out fluid started coming out. So I'm wondering if maybe the reason I wasn't able to refill to the top last time was because I'd warmed the transfer case up before draining and that expanded the case and increased the volume? This time when I refilled, it did come out the fill plug and I had just a bit left in the container.
  3. Sounds good! Maybe what I'll do is pick up new drain and fill plugs (I reused the old ones and all seems fine) along with another container of the fluid, drain the fluid I just put in into a clean container, then refill with the brand new fluid and top off with some of what I took out. Kind of like a flush but non intentional.
  4. Thanks for the reply JFP. So the correct level should be when fluid just starts to come out the fill plug hole? I did get all but maybe a tablespoon or two of the new container in, and that's what was left in the transfer tool as you can see below. That's the old fluid in the clear container. About 108k on it now, not sure if the PO ever had it changed.
  5. Just changed the transfer case fluid in our 08 Cayenne S. I understand the capacity is 850 ml, so measured the old fluid and only about 675 ml came out. No signs of leaks anywhere. Could the difference be due to the rest still coating the internals? Refilled with a 850 ml container of Porsche p/n 000-043-30-563 and the level was about 1/4" down from the fill plug opening. Expected it to be higher. Does this sound correct or should I pick up another container and fill until it starts to come out the fill plug opening?
  6. Thanks very much for taking the time to do that Doug, good of you and I really appreciate it. Based on your result it looks like a new pump is in order.
  7. Thanks for the reply Doug. I'd read that the reading on a good pump is supposed to be about 20 in Hg. When I first tested the small port, I did as you and removed the cap on the T and the gauge switched rapidly between vac and pressure (this gauge reads both). So I went directly to the fitting on the pump and got the same reading. Then I checked the large port and got a fairly steady reading of 25 in Hg. Apologies, there was a keystroke error in my first post, the error code is 2404
  8. I've read a number of threads related to the 2404 code and testing the mechanical vac pump on the rear of the pass side cyl bank, but haven't been able to determine which of the two ports on the pump to connect the vac gauge to? '08 Cayenne S. There's a smaller barbed 90 degree fitting with a rubber hose that's pushed on, and there's a larger fitting with a larger plastic vac hose and a connector that has to be squeezed at the base to remove it from the pump. Any info on which to use would be appreciated.
  9. Wanted to follow up on this thread with the final solution. Did a compression check and the numbers for bank one were all consistently 30-40 psi lower than bank 2. The misfire problem became much more consistent and the rough idle was the norm. Ended up replacing the valve lift actuator at the rear of the bank 1 head and that solved the problem. Zero misfires on bank one now, esp cyl 3, and the smooth idle is back. Also seems to have better acceleration in the low RPM range. Many thanks to member Oatmeal Adam for his input in troubleshooting the problem!
  10. Thanks for the reply, I was thinking the same thing about carbon build up. Was going to do a compression test earlier today so I loosened the plugs when the engine was cold and tightened them just snug enough, reset the codes, then warmed up the engine. Much to my surprise in the 10-15 minutes warm up, just a handful of misfires on #3 and the idle sounded and felt significantly better. So I'm thinking running well initially rules out carbon build up? Also wondering if it rules out an injector issue? Put the air cleaners back on and took it for a 20 minute ride. No misfires on #3 at anything other than idle, and even then seemed to be more prevalent with a load in drive than park or neutral. Still not quite right though as it's inconsistent. No codes reappeared today.
  11. Picked up a 2008 CS with 102k on it from a good friend who upgraded to a newer CS. Car was dealer maintained and ran well for him, but I'm having some problems right off the bat and could use a little help. Wasn't able to drive it for a few months after picking it up, but it was started regularly. When I finally went to drive it, it wouldn't shift out of park, and after some research, fixed the corroded wires in the drivers foot well and replaced the original battery with a new one. Took it on a 100 mile round trip and it ran great, tanked up that night and parked it. Next day it idled rough and the check engine light was on. Installed a new gas cap and pulled each fuel pump fuse separately for the low pressure fuel pumps and ran it, no change in the rough idle. Picked up the Durametric SW and checked the fuel pressure, consistent at about 40 bar. There were a number of trouble codes stored in the engine module that were related to the corroded splice issue, along with 3 possibly related to the idle: 1372 Valve lift control, bank 1 implausible signal 1351 Valve lift control, cylinder 1 implausible signal 0303 Cyl 3 misfire detected, value below lower limit value Durametric showed misfire counter for cyl 3 was slowly but consistently increasing at idle, and the ignition counter misfire count was increasing constantly. Cleared the codes and took the car for a couple of short drives, as well as a number of starts idling in the garage while checking other parameters, couldn't get the codes to reoccur but the misfire was still there. Next changed out the coils and plugs. Coils were version .02, but had no signs of cracking or arcing, new coils are version .14 Plugs had 17k on them but changed out too. Started it up, idle still rough and the 1351 and 0303 codes finally reoccurred. Cyl 3 still increasing in misfire count at idle and the general Ignition counter misfire detection number constantly increasing. I've read about valve actuator issues connected to the 2 lift codes, but the constant misfire on 3 has me wondering if that's the root and it may be from the injector? Compression test be helpful at this point? Any suggestions would be appreciated.
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