|
This may or may not devolve in to a project thread. It absolutely is a place where everyone can take enjoyment and amusement in my idiocy. Enter the 2009 Porsche Cayenne Turbo S.    550 horsepower and 554 ft/lb of torque, 390mm two piece rotors, PDCC, air suspension, electronic locking diffs, a low range transfer case and a tow hitch (with a factory 3500kg rating). And an equal amount of deferred maintenance. There is probably a reason that something that had an MSRP of $195,000CAD in 2009 can be now purchased for 10% that. How bad can it be? Oh, I am finding out. Almost every day. At least it's paying for itself.  Well, let's take care of the basics.  I just know it's going to be in this position a lot. (*cough* phrasing *cough*)  Yup, rounded off drain plug. Checks out.  Nice factory exhaust work though. 3" piping all the way. No resonators or centre mufflers. Anyways, this replaced an EcoBoost F-150, so it has to start towing things. Well, a dual axle horse trailer. Factory tow hitch means factory trailer brake controller plug under the dash.  Wait, what is that? Oh good, aftermarket alarm. That will come out later.  Tekonsha makes an adapter harness which makes a Prodigy P3 plug and play.   Initial towing test: successful. The PDCC (hydraulic swaybars) make a noticable difference. So does the extra 130 ft/lb of torque over the F150. Back to more deferred maintenance. Let's try for an easy win. Cabin air filter.  Oh cool, there are a pair of 12V plugs in the front passenger footwell.  Down comes the access panel.  Date code indicates that it was original. Yup. Next, model designation delete.  Yeah, that's a purple hue. Because one of the layers in the ten layer paint is purple. There's also a layer of amber and gold in addition to the seven layers of grey and silver. Lava Grey Metallic is going to be difficult to paint match. Which is not great since there's a 25mm sized rust spot on the drivers door and a 75mm sized rust spot on the rear passenger door. So far, it's not that bad, right?  Hmmm, that is only ending up there due to excess crank case pressure.  Let's take a look at the Air Oil separator and PCV's.  This engine has two PCV's. Which have never been replaced. One has failed open (the one that vents everything into the drivers IC piping) and the other failed closed (the one that allows the crankcase to vent).  Oh and the vent hose to the IC cracked in two.  These hoses are just a dumb design. Apparently even Porsche thought so since there's barbs on all of the Norma fittings. Which work perfectly with 3/4" PCV hose.  Access is not terrible. It's not great, but it's not terrible. You just have to remove a few things to get to anything. Like the airbox.  That's better.  One new combo PCV valve (with a 2022 mfg code) installed. Next up, the missing front cup holders.    It seems that alternating with little wins and large issues will be the norm from now on.  Yup, this one is going to suck.  Instead of ripping out the head unit, how about I just add a Bluetooth 5 adapter.   Success! Is Holy Diver this vehicles theme song? No. That would probably be "Your Addiction" by Night Club.  Yeah, that would be the reason for the bulb out warning. Yes, that is a chunk of salt.  More deferred maintenance. The power steering and PDCC reservoirs have integrated filters and just like everything else, have 2008 date codes.   Significant swearing was involved with removing the inlet and outlet hoses from both reservoirs but I did not snap anything.  The replacement owners manual arrived (from the UK, since there are none available in North America). Reading it cover to cover was how i spent the most recent Friday night. I thoroughly enjoyed it. I spent today completing a 700km round trip to pick these up. Because the factory 21" wheels HAVE to go. I hate them. Along with the 35 aspect ratio tires.  RUF Carrera 4 replicas. A set of 4 fronts. 19x8.5 +52. So what is going to fail next? My money is on the transmission. McTinkerson fucked around with this message at 03:59 on Mar 19, 2023 |
#
¿
Mar 19, 2023 03:42
|
|
|
|
| # ¿ May 9, 2024 20:03 |
|
|
Well that didn't take long! In order to transport the wheels back home, I had to fold down the rear seats. The rear seats are a 60/40 split. The center upper seatbelt trim piece is missing. This has now allowed the seatbelt to retract enough with the bench folded down that the retraction lock mechanism has engaged which has effectively trapped the bench from being folded back up. The only way to fix this: Unbolt the lower seatbelt anchor. Which is a triple square M10 single use bolt. So I get to expand my toolset and order a rather vital interior trim piece. Woohoo! What did I say, entertainment.
|
|
#
¿
Mar 20, 2023 03:57
|
|
|
And for the next glitch, while running an errand yesterday afternoon, the warning for rear brake lights came on. Except all of the bulbs in the tail lights work. Apparently the third brake light LEDs like to burn out and generally act very flaky. When I fired it up this morning the warning cleared itself.  So I should probably pull the third brake light assembly and give it a once over. gently caress ordering a new one though, I'll desolder the failed LEDs myself.
|
|
#
¿
Mar 23, 2023 14:14
|
|
|
A teaser until the spacers show up.
|
|
#
¿
Mar 25, 2023 21:35
|
|
|
Gone are the factory 21x10 wheels on rubber bands. On are the RUF wheels and Falken Wildpeaks. They're just a little cheeky.    Air suspension at loading level is ridiculous.  Yeah, that's better. Much better.
|
|
#
¿
Mar 28, 2023 03:30
|
|
|
Bajaha posted:
You magnificent bastard. I know what I'm doing this weekend! Initial searches indicate that yes, this does work on the 957's.
|
|
#
¿
Mar 28, 2023 14:29
|
|
|
On the 957 engines at least, they are Mitsubishi TD04-HL. So the physical parts at least are cheap. And shared with lots of Volvos. Now access, that is a whole other matter. Officially, Porsche says you have to drop the engine to remove a turbo. Unofficially, you don't but you're going to hate every second of not doing so. I need to post the specs from the manual of what the OE accepted oil consumption is. It is rotary levels of "a lot". Edit: So I feel right at home. 
McTinkerson fucked around with this message at 15:44 on Mar 28, 2023 |
|
#
¿
Mar 28, 2023 15:42
|
|
|
In addition, these engines either N/A or turbo are first generation direct injection. They all run super rich during cold start and all are allowed to consume a fair bit of oil. If you aren't keeping the oil levels up and have the oil change intervals tighter to compensate for all of the fuel dilution in the oil, you are going to have a bad day sooner rather than later. Edit: The ownership/maintenance similarities between one of these and a rotary are frankly equal parts terrifying and hilarious. McTinkerson fucked around with this message at 17:41 on Mar 28, 2023 |
|
#
¿
Mar 28, 2023 17:34
|
|
|
BlackMK4 posted:How do the transmissions do in these things with towing long term? They (Toureg/Q7/Cayenne) all have an Aisin TR60SN/09D. Which includes the crazy V10 diesel Toureg. Same transmission. Clutch packs are rated for pretty much the torque of the V10 diesel/Turbo S and not a Nm more. Personally, I will probably be upgrading the transmission cooler to a larger unit along with tossing in a shift kit. http://www.volkspage.net/technik/ssp/ssp/SSP_300_d1.pdf McTinkerson fucked around with this message at 18:30 on Mar 28, 2023 |
|
#
¿
Mar 28, 2023 18:25
|
|
|
Two Month Ownership Update Mechanical failures: 1 Left stranded: 0 Km since last mechanical failure: 3000km (1000km of which was a round trip to pick up the new wheels.) Number of tows without issue: 5  Litres of oil consumed: 0.1  In Summary: We both loving love this thing and have zero regrets. It tows like a freight train on boost and the PDCC makes a huge difference when towing. I've slowly been "ruining" it.   I also feel pretty drat good about paying less than half of what this one sold for. https://bringatrailer.com/listing/2009-porsche-cayenne-turbo-s-22/ It even has less options! So either someone overpaid or I borderline stole mine. Edit: Everyone should be ordering their bumper stickers from https://www.onehellofatown.com/category/car-accessories McTinkerson fucked around with this message at 01:46 on Apr 8, 2023 |
|
#
¿
Apr 8, 2023 00:08
|
|
|
mobby_6kl posted:Didn't we have another goon with a beater farm Cayenne? Anyway yeah this is cool I'm here for it. Motronic has an even greater purpose built 957 Cayenne Turbo and was the inspiration for this one.
|
|
#
¿
Apr 8, 2023 17:11
|
|
|
Four months ownership update KM driven since purchase and maintenance baseline: 5000 Odometer now reads 188500km. Oil change completed. Oil consumed: 0.0L Mechanical issues: 1 (Of my own doing.) Weird looks from others at equestrian competitions when towing: Countless. So what's the deal with the next and newest mechanical issue? The oil filter housing sits at the front passenger side of the engine immediately above the oil pan. Directly underneath the housing is a loop of high pressure hose from the PDCC pump. The end of the loop bolts to a metal drain guide for the oil filter. The drain guide bolts via three M6 rubber isolation bolts to the front of the oil pan. Two of the three bolts were broken when I bought it. I broke the third during the oil change. Why are these special bolts used? Vibration and NVH isolation. Turns out that without them, the hose loop rests on the subframe and passenger sway bar bracket and causes an rpm depending hum that is very worrying. It makes it sound like the pump is dying. https://rennlist.com/forums/cayenne-955-957-2003-2010/1252084-the-pdcc-hum.html New bolts ordered (they are $2.50 each). For now, three strategically placed zip ties are keeping everything held together. Additionally, I shuffled something around between vehicles in the fleet. The Count now has a new home.    He will help me count how expensive the next repair will be.
|
|
#
¿
May 30, 2023 14:35
|
|
|
Well that did not take long! Chassis System Fault Fault code as per the Durametric: 1400 What does it physically look like? The rear passenger shock is unable to let any air out. So it's stuck on terrain level. Cost to repair [as read in the Counts voice]: $74 And that's for 4 new back pressure retaining valves. What does the repair look like? https://www.youtube.com/watch?v=JmGUiqj_K9c
|
|
#
¿
Jun 7, 2023 01:53
|
|
|
PainterofCrap posted:*snip* One of us. One of us. Congratulations! So, turns out that it wasn't just the rear passenger valve. It was also the rear driver's side. Which is an absolute bear to get to. Access is rather difficult. I have bruises all over my forearms and my skin looks like I exfoliated with a cheese grater.  If these are original, well that's not too bad.  Both are now replaced and everything is back to 100%. The 1400 and 2250 error codes cleared all by themselves as soon as I ran the suspension through it's full range. All that's now left for maintenance should be the serpentine belt "system". Then the fun can begin. (It's meth) Edit: I totally forgot to actually explain what these valves do. They're a safety valve that will never let the airbag deflate past ~50psi so that the suspension can never fully collapse. So in case of an air line being severed or leaking, etc you're not SOL. When the valves fail, they fail fully closed and do not let any air out whatsoever. So you're stuck on the highest suspension setting. Which will trip a chassis system fault if you ever try to drive above 100km/h. Because the suspension will always try to lower itself down for aero purposes. McTinkerson fucked around with this message at 17:08 on Jun 13, 2023 |
|
#
¿
Jun 13, 2023 01:20
|
|
|
builds character posted:Go on… That's going to have to wait a little longer. Nine months ownership update Kilometres driven since purchase & maintenance baseline: 13000 Odometer now reads 196500km Oil change completed @ 194500 Oil consumption between changes: 0.0L Mechanical issues: 1 Inner tie rods had a few mm's of play. Both inner and outer tie rods replaced and wheel alignment completed. Total parts cost: $400 Upgrades: 1 (Because I can't leave anything well enough alone.) Circuit Werks secondary catalytic converter bypass pipes installed. For some bizarre reason, the first generation Cayennes have 4 catalytic converters. With the second set sitting behind all oxygen sensors acting primarily as resonators and mufflers. On the turbo models, this costs almost a full litre/100km in fuel economy and +30hp. It now sounds like it has a cammed LS2 under the hood/bonnet. Which is awesome. The turbos are now also noticable, especially on initial throttle tip in and lift off. Summary: The experiment is at this point still a success. Over 50% of the km driven have been towing a horse trailer and they have been flawless. Zero complaints at this point in time.
|
|
#
¿
Oct 27, 2023 16:35
|
|
|
Well poo poo. Technically, nothing that is Porsche specific has failed.  Edit: 48 hours later and I have a new tire. Got lucky that there was barely any wear on them so the ODs were close enough. McTinkerson fucked around with this message at 22:24 on Dec 12, 2023 |
|
#
¿
Dec 10, 2023 19:27
|
|
|
Prior to the small tire issue, I tackled a little more maintenance back in early November. Turns out that when you're pushing 550hp through 255 wide AT tires and towing a bunch, the traction control system gets a proper workout. By extension, so do the brakes. Who knew?   The pad wear sensors for both rear wheels tripped on the dash right around 198k km. New pads and rotors (354mm diameter shared with the fronts on a Cayman interestingly) totalled $400. The economies of scale are working in my favour. (Unlike the front 380mm brakes. A single new front rotor is $1600CAD.  ) The rotors are very much below the minimum thickness.  Parking brake pads still have juuuuust enough life left. Or so I keep telling myself because I hate working on drum brakes.  In go the new OEM spec pads. I had a reasonably hard time finding aftermarket pads like Hawk LTS or something similar. Then again, the factory compound, while dusty, is very effective.  New shiny rotors. They are heavier than they look.  New pads and wear sensor. The pad weights are a new thing for me. No previous vehicles had them.   Everything reassembled in just under an hour. Nothing fought me. The only "special" tool was a larger torx bit for the impact driver to remove the rotor.  Even pad wear inside to outside and they certainly tripped the sensors at the right time. The other side took 45m with me taking my time. The local Porsche dealer quoted $2800 all in. They are absolutely insane.
|
|
#
¿
Dec 27, 2023 20:25
|
|
|
Eleven(ish) months ownership update Kilometres driven since purchase & maintenance baseline: 16502 Odometer now reads 200002km Oil change due in 500km Oil consumption between changes: 0.0L   Insert Ralph's I'm in danger meme here. So what lovely and no doubt expensive maintenance is due at 200k km? The ignition system. Carfax indicated that something was done 50k km ago but if that was the mandatory coils and plugs, well I doubt it. All new coils and plugs cost just shy of $600. Which coincidentally was the same price as the coils and plugs for the 3.5EB that this replaced.  As usual, Pelican Parts has a pretty good DIY article. https://www.pelicanparts.com/techar...Replacement.htm  Off comes the drivers side coil pack cover. Which on the turbo engines also requires removal of the air box lid due to clearance issues.  Drivers side was super simple and straight forward. Nothing was stuck, snapped or stripped. All plugs could be threaded back in by hand.  Passenger side also requires removal of something just like the drivers side. Specifically the torque brace. Both bushings looked good too.  Zero issues with coil and plugs on this side as well.  That being said, six of the eight coil packs had cracks the length of the body. One was so bad that the body was two pieces. There were zero misfire codes present. Not even pending. The M48.51 is a stout engine, I'll give Porsche that. It does idle and rev significantly smoother now though.
|
|
#
¿
Jan 7, 2024 19:35
|
|
|
jink posted:Love the thread! It's not. There are just way more steps to everything. It's actually been very similar maintenance difficulty wise to my brothers Lexus GS430. Case in point: The anguish everyone has been waiting for. The recent cold snap killed the battery. (Yay -50C) This is the replacement procedure: https://www.pelicanparts.com/techarticles/Porsche-Cayenne/26-BASICS-Battery_Replacement/26-BASICS-Battery_Replacement.htm Additionally, the housing on the DBW throttle body cracked and the cold and moisture killed the circuitry. Which threw a code of P1544. So I'll be replacing both this afternoon. Standby for carnage. The battery is a 95R, which is in elder millennial terms, a heckin' chonker. The throttle body is a Bosch (Motorsports) 82mm.
|
|
#
¿
Jan 16, 2024 15:24
|
|
|
Progress has been made. Less pictures than I would like but it was still -14C in the garage.  Getting to this point only took 10m being very careful not to break any plastic trim pieces. Yes I know it's filthy and yes, out of frame is a 18V hand vac.  This right here is why most Cayennes get weird electrical gremlins when the sunroof drains get clogged. Lowest point of the floor is right here and that's where water collects first. Also, for shame Porsche. Further proves that all cars are poo poo.  Dead lead acid battery is finally visible.  It's out and the new AGM is in. No pictures since I was losing all feeling in my fingers. Based on the date code stamped in the plastic, this battery is from January of 2011. The acid inside was sloshing around quite a bit so I am not surprised at all that it froze at -50C. That's it for now as the throttle body hasn't shown up yet. It should have arrived on Monday  Edit: I should add that this is quite possibly the most dangerous job I have ever performed on a vehicle ever due to the clearance, angles and weight of the battery. The 95R weighs 27kg. Lifting it out on an angle hunched over and contorted was an almost guaranteed back injury. McTinkerson fucked around with this message at 16:34 on Jan 17, 2024 |
|
#
¿
Jan 17, 2024 16:21
|
|
|
The new throttle body finally showed up.  That is indeed a 911 part number. The Bosch 82mm is used on 31 different Porsche vehicles from 2005 through 2019. Step one, identify the work area and parts requiring replacement.  Step 2, remove the Y pipe and left and right post IC flex pipes. The Y-pipe is a Turbo S specific part. Larger diameter & volume. It rotates and locks in place.  Step 3, remove throttle body by removing 4 T25 screws.  The intake manifold is another Turbo S specific part.  Installation is reverse of removal.   All buttoned up.  Edit: It is too cold outside (or in my garage for that matter) to perform the DME throttle body calibration process however. McTinkerson fucked around with this message at 20:28 on Jan 18, 2024 |
|
#
¿
Jan 18, 2024 20:23
|
|
|
Here we go! Here comes the pain. Almost got stranded on the way home from work. What I thought could be bad fuel or dying fuel pump(s) was in fact a failed PCV system. I don't think it's the check valves at least. Those are all less than a year old. It's acting like a failed AOS membrane. I'll know more tomorrow when I dig in.
|
|
#
¿
Jan 19, 2024 15:17
|
|
|
Mcqueen posted:thought ya already did that! I did! Not even 10 months ago. Well that's a lot of oil where it shouldn't be.   Definitely blowing past the oil cap seal.  Yup. Way too much crankcase pressure. Yeah, that's not good.  Root cause identified.  As suspected. Torn AOS (Air Oil Separator/PCV) membrane.  It's also suuuuper deformed. WTF. Replacement is already on the way from KLA Performance Engineering. Until the new one arrives, I'm going to try and glue the tear but I'm not hopeful.
|
|
#
¿
Jan 21, 2024 21:36
|
|
|
IOwnCalculus posted:Surely there's a way to bodge up a replacement system out of a Summit catalog, right? There absolutely is. I would be replacing everything in this image though:  That's a lot of norma fittings and PCV hose. There's a reason the factory Air Oil Separator is essentially the drivers side valve cover. There's no room anywhere else. If I didn't have the factory PDCC, I could definitely fit a universal summit AOS where the fluid reservoir lives.
|
|
#
¿
Jan 22, 2024 18:21
|
|
|
The new throttle body for sure fixed the CEL. The old one lived a long life. 200k km out of a June 2008 mfg part is pretty good. Especially for something DBW.    Too much wear on the TPS traces? I can't be bothered to meter them out. So in the bin. New AOS membrane from KLA Performance Engineering is also installed. Problem fixed. I completed an oil change at the same time since I had to drain the intercoolers anyway and km wise I was due. I drained 500mL of oil out of the driver's side IC and another 250mL out of the passenger side. Hopefully this is it for now....
|
|
#
¿
Jan 28, 2024 23:26
|
|
|
Another trouble free road trip completed. Now to wait for an FCPEuro sale so I can finally replace the serpentine belt and idler bearings.
|
|
#
¿
Feb 5, 2024 17:45
|
|
|
evobatman posted:Looks like you have to upgrade to a SSD drive too. And for a few seconds I wondered why the gently caress your head unit has a coin slot. You know what, the head unit does have navigation so I bet there is a spinning disk in there. I really should pull the whole unit this summer and figure out what's wrong with the 6 disc CD changer. Haha, yeah that SIM card slot messes with everyone.  In other news, I've been racking up the km on it and we're back to a semblance of reliability. I even tossed the keys to AB:AI legends Seat Safety Switch and Turbo Fondant and none of us are in prison and everyone and thing are still in one piece.
|
|
#
¿
Mar 3, 2024 16:43
|
|
|
It's not a project and other lies I tell myself. They were basically free though! I couldn't turn down choo-choo and wooshy noises. The seller was rear ended and their Cayenne written off. They were installed for less than 6 months.  https://www.evoms.com/Cayenne_TT_TTS_V_Flow_intake_system_EVOMS_p/intkvf955tt.htm The filters are drying, after a thorough cleaning, now. I'll oil them tomorrow and should be able to install them Friday evening.
|
|
#
¿
Mar 13, 2024 23:20
|
|
|
Obligatory before shot. Always start with the easier side.  Old airbox removed. MAF cleaned "while I'm in there". Ready for the new.  New intake installed on the drivers side. Had to use a bolt from the Mazda bolt bin though. The factory Porsche one was too long.  On to the passenger side. I spent a solid 20 minutes just maneuvering the old airbox out trying not to break anything.  Finally.  And done.  Choo Choo and wooshy noises have been achieved.  It also appears that I did not break anything. No check engine lights at the moment anyway.
|
|
#
¿
Mar 16, 2024 18:45
|
|
|
jink posted:Nice score! Yeah, they really are.  Now the big question, do I keep the originals or junk them.
|
|
#
¿
Mar 16, 2024 21:40
|
|
Those intakes are huge...
|
|
| # ¿ May 9, 2024 20:03 |
|
|
slidebite posted:I see someone else got in on the Asahi costco deal lately For a Perroni contract brew, the alcohol free Asahi Super Dry is surprisingly refreshing. OG intakes are stored safely away in the shed. Interestingly, the new intakes have exposed that my stock diverter valves are toast. I couldn't hear the tell tale honking before. New universal Go Fast Bits 25mm Diverter valves ordered thanks to the local stat holiday sale. AUD to CAD exchange rate equality to the rescue (of my wallet).
|
|
#
¿
Mar 31, 2024 00:37
|
|
