Brand New 2013 C2S transmission failure
07-16-2013, 01:00 PM
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Brand New 2013 C2S transmission failure
Bad news on on my first P-car. Bought a brand new 2013 C2S w PDK two weeks ago. I haven't driven the car very hard yet, and I was cruising along with my daughter in the backseat when an "Emergency transmission failure" code came on, it went into Limp mode and stuck in 2nd gear with no reverse. I drove home in 2nd gear and physically pushed it back into my garage and flatbedded it to the dealer that same day. 4 days later the dealer says they have never seen this in a 991 and have no idea how to fix it, and are waiting for a reply from porsche. Im stuck in a 6cyl panamera that is rather boring... Anyone have any idea if this is a computer code glitch or am I stuck waiting for a new transmission...? So much for Porsche JD Powers highest quality car company...
07-16-2013, 01:16 PM
#2
Sadly you're not the first and surely not the last to experience this.
Some have ended up with merely a bad sensor, while others with an entirely new transmission.
I'd give dealer a few days to determine what happened and then take it up with PCNA if you're not satisfied.
Pls keep us posted and good luck.
Some have ended up with merely a bad sensor, while others with an entirely new transmission.
I'd give dealer a few days to determine what happened and then take it up with PCNA if you're not satisfied.
Pls keep us posted and good luck.
07-17-2013, 12:34 PM
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You shouldn't jump to conclusions. My father has a 2012 CS PDK that has over 35 000 kms of touring/spirited driving and 5 trackdays with me (where the next to last one ate up the remaining of the stock Pirelli's, so it's on fresh Michelins now) - no issues whatsoever. Still on the stock brake pads.
07-17-2013, 04:24 PM
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And how does that help? They are almost the exact same gear box in the 991. I'd expect them to have similar reliability - no? Plus you can have more "human" error / abuse with a manual e.g. money shifts, valets burning your clutch etc.
"Porsche and ZF have been collaborating on the design and development of these transaxles—code-named the DT11 (PDK) and the MT11 (manual)—since 2003. From the start, the two companies planned on sharing the maximum number of parts and manufacturing tools. Credit ZF engineer Dr. Michael Ebenhoch with inventing the twofer shift kinematics.
Each gearbox is comprised of three aluminum castings—a front section, a rear section, and one removable cover. While those castings are different to suit each transaxle’s functional distinctions, roughly one-third of the internal parts are common [see above]. The main shaft, output shaft, differential, some of the gears, and the *synchronizer mechanisms are shared. The PDK ’box has two input shafts versus the manual transaxle’s single shaft. "
"Porsche and ZF have been collaborating on the design and development of these transaxles—code-named the DT11 (PDK) and the MT11 (manual)—since 2003. From the start, the two companies planned on sharing the maximum number of parts and manufacturing tools. Credit ZF engineer Dr. Michael Ebenhoch with inventing the twofer shift kinematics.
Each gearbox is comprised of three aluminum castings—a front section, a rear section, and one removable cover. While those castings are different to suit each transaxle’s functional distinctions, roughly one-third of the internal parts are common [see above]. The main shaft, output shaft, differential, some of the gears, and the *synchronizer mechanisms are shared. The PDK ’box has two input shafts versus the manual transaxle’s single shaft. "
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07-18-2013, 08:47 AM
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And how does that help? They are almost the exact same gear box in the 991. I'd expect them to have similar reliability - no? Plus you can have more "human" error / abuse with a manual e.g. money shifts, valets burning your clutch etc.
"Porsche and ZF have been collaborating on the design and development of these transaxles—code-named the DT11 (PDK) and the MT11 (manual)—since 2003. From the start, the two companies planned on sharing the maximum number of parts and manufacturing tools. Credit ZF engineer Dr. Michael Ebenhoch with inventing the twofer shift kinematics.
Each gearbox is comprised of three aluminum castings—a front section, a rear section, and one removable cover. While those castings are different to suit each transaxle’s functional distinctions, roughly one-third of the internal parts are common [see above]. The main shaft, output shaft, differential, some of the gears, and the *synchronizer mechanisms are shared. The PDK ’box has two input shafts versus the manual transaxle’s single shaft. "
"Porsche and ZF have been collaborating on the design and development of these transaxles—code-named the DT11 (PDK) and the MT11 (manual)—since 2003. From the start, the two companies planned on sharing the maximum number of parts and manufacturing tools. Credit ZF engineer Dr. Michael Ebenhoch with inventing the twofer shift kinematics.
Each gearbox is comprised of three aluminum castings—a front section, a rear section, and one removable cover. While those castings are different to suit each transaxle’s functional distinctions, roughly one-third of the internal parts are common [see above]. The main shaft, output shaft, differential, some of the gears, and the *synchronizer mechanisms are shared. The PDK ’box has two input shafts versus the manual transaxle’s single shaft. "
07-18-2013, 09:34 AM
#11
And how does that help? They are almost the exact same gear box in the 991. I'd expect them to have similar reliability - no? Plus you can have more "human" error / abuse with a manual e.g. money shifts, valets burning your clutch etc.
"Porsche and ZF have been collaborating on the design and development of these transaxles—code-named the DT11 (PDK) and the MT11 (manual)—since 2003. From the start, the two companies planned on sharing the maximum number of parts and manufacturing tools. Credit ZF engineer Dr. Michael Ebenhoch with inventing the twofer shift kinematics.
Each gearbox is comprised of three aluminum castings—a front section, a rear section, and one removable cover. While those castings are different to suit each transaxle’s functional distinctions, roughly one-third of the internal parts are common [see above]. The main shaft, output shaft, differential, some of the gears, and the *synchronizer mechanisms are shared. The PDK ’box has two input shafts versus the manual transaxle’s single shaft. "
"Porsche and ZF have been collaborating on the design and development of these transaxles—code-named the DT11 (PDK) and the MT11 (manual)—since 2003. From the start, the two companies planned on sharing the maximum number of parts and manufacturing tools. Credit ZF engineer Dr. Michael Ebenhoch with inventing the twofer shift kinematics.
Each gearbox is comprised of three aluminum castings—a front section, a rear section, and one removable cover. While those castings are different to suit each transaxle’s functional distinctions, roughly one-third of the internal parts are common [see above]. The main shaft, output shaft, differential, some of the gears, and the *synchronizer mechanisms are shared. The PDK ’box has two input shafts versus the manual transaxle’s single shaft. "
Statistically it is probably not significant but it does make me think twice about getting PDK. It'll be interesting to see how the PDK-S fares with the GT3 and the Turbo.