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About mdreef

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  • Porsche Club
  • Present cars
    Porsche 911 Cabriolet
    Mercedes E550
    Mercedes C350
  • Former cars
    Mercedes E320
    Jeep Wrangler

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  1. I have a feeling the vacuum leak would keep the system from creating a vacuum in the reservoir, which is required for the change over valve and shutoff valve to work. I went ahead and ordered a new upper tube and will post an update if this takes care of it.
  2. The plastic debris in your filter does look like guide rail material because of the color, but if it's soft, then JFP might be right about it possibly being sealant. The color, however, doesn't look like sealant. Last year I replaced the guide rails and know what it took to get it done. I can't believe that anyone would be able to perform this major job with the engine in the car, although I did read that it's possible. I'm surprised that your cam deviation didn't set-off a CEL. Mine came on with a 6 degree deviation. I had a quote from a shop in Houston and they w
  3. One additional thought for my CEL is that I noticed the clip that connects the upper AOS tube (#5 in the diagram) to the AOS is broken. This means that the o-ring is likely not making a positive seal. Could this be the cause of a vacuum leak that would affect the SAI system?
  4. Hello thom4782 - you probably no longer own your 986, but I'm hopeful you might share what the problem ended up being and how you resolved it, as I'm experiencing the same issues. I've replaced every single component of my SAI system but my CEL continues to come on with the same P0410 and P1411 Thanks in advance!
  5. Thanks for the clarification - I hope your investment pays off for you - which for me sounds like I might be in for another big project if it fixes your problem. Thanks again!
  6. I have a 2001 996 Cabriolet with 140,000 miles and I continue to love my weekend driver. However, I've been fighting CEL P0410 and P1411 for months! In fact, my state inspection is due soon and I'd like to get this resolved once and for all. With the exception of the SAI pump, which is still operational, I have gradually replaced every component associated with the Secondary Air Injection System. I thought I was in the clear after driving over 800 miles without the CEL, which I achieved by finally replacing the vacuum reservoir, which was leaking. I replaced all vacuum lines,
  7. I read about people not completely engaging the coil connections, so I was very careful about that. I think Schnell's scenario is the most likely. I'll try to switch them and report back. The new coils are actually a tiny bit larger so I had to add spacers so the heat shields didn't hit them. Thanks for your support. Without your help I would not have done this job!
  8. worked all weekend to get the engine back in the car and it started beautifully after letting it crank for oil circulation. I let it idle for a bit and shut it off to continue assembly of axles and body parts. I was thrilled it started and sounded so well. Then came the test drive and upon going into gear I got a blinking CEL P0300, P0301, P0304. Part of this project was to replace my coil packs, which I did with BERU 997-602-107-02 coils. The first thing I noticed was that part numbers were for 997 models, which caused me to worry and do some research. It looks l
  9. So I replaced the actuator chain pads (both banks). I used the timing tool and aligned each cam as indicated and able to turn the crankshaft clockwise 6 times (each bank). Does that confirm that timing is correct? Now... is there a way to check for oil leaks from cam covers before I put the engine back in the car?
  10. Just pulled out spark plugs and found a significant amount of carbon deposits on piston #1. Before I started this job (actuator pad replacement) the car ran perfectly except for cam deviation fault. Again 135,000 miles so maybe to be expected. There was no ticking/clicking, etc... So....the question then is, should I go deeper by going into the head?
  11. Perfect timing, as I'll be doing this project today. Does anyone know/have torque settings for actuator bolts, oil pumps, and ignition coils? I found conflicting information of 10Nm or 14Nm for the cam covers - has anyone been able to confirm? Thank you!
  12. Good advice - thank you! Now...I have read in several posts about using reverse thread bolts to release tension from the variocam actuators. Does anyone know what size and thread pattern the bolts should be? Also, where on earth do you find a reverse thread bolt? Are these common?
  13. Super helpful - thank you, this is exactly what I needed!
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