bureau13

Sounds reasonable...the battery terminals themselves looked quite clean, but the smaller ring terminals could probably use a good mechanical cleaning.

uncre8tv

Lost track of your thread(s) for a while, did you ever go through and clean all the grounds?

bureau13

I actually tried to find those grounds at the back of the engine, under the intake, but couldn't. I ...just don't see them under that mess of wires, lines, hoses, etc. I don't know how you guys get in there without removing everything. Then the problem cleared and I "forgot" about it until it happened again, but this time I think I found it. That being said, I acknowledge that the ground cleaning still needs to happen, and will likely bite me in the *** if it doesn't.

uncre8tv

Every time I read your threads, I'm struck by how similar your symptoms are to mine. Completely cleared with the ground cleaning.

So - if your symptoms come back, invest the afternoon. You have to remove the body of the aircleaner, and also I had to pull the rear fuel regulators out of the way (not sure if you can work around them if you're tripple jointed - I'm 280lbs so my hands aren't exactly "dainty".) It's a chore, but worth it if it comes back again. Here's hoping it's fixed though.

Landseer

Grounds (especially valley grounds as they are responsible for engine electronics), red wire connection at battery hot post, 14 pin connector disassembly for cleaning; pull CE panel for cleaning and all new fuses and all new "53" relays, new (not cleaned) ground strap for battery, new strainer/hose/fuel pump/fuel filter, new gas lines in engine compartment, new CPS and temp II.

These are the basics, along with TB/WP job, that tend to underpin reliability. In addition, I take a look at injector harness for evidence of shorts (one intermittent short takes out all injectors). Also a twisted connector at MAF will take a car down, again intermittently.

Regarding CPS, based on experience with the metal barrel twisting on installation relative to the plastic portion of the barrel, I'd replace that too, regardless of the fact that you paid a previous owner to do it.

I've resuscitated 8 of them and have settled on the above steps as basic precursors to operating the cars on the street.

Sometimes there have been other problems beyond what I've mentioned, but the above is the basic datum to which you need to get the car before going deeper. The basics. Troubleshooting to identify the exact singular cause of an intermittent shutdown leads only to drama and trauma on the 928, unless maybe yours came from a heated garage in southern California. Mine are all east cost cars, both driven for years and suffering from neglected cleaning and maintenance, so that issues are stacked and multiple.

bureau13

All good points. I'll give the grounds another shot when I go digging around in there again to find the cause of my RPM drop when letting off gas (it's been suggested it could be ISV). I did order a new battery ground strap, it's just too cheap and too easy to not do.

There are enough things I know I need to spend money on that I'm loathe to replace stuff like CPS, Temp II et al without any evidence that I need to. Especially since my PO was a very knowledgeable Rennlister....but I get your point, and it wouldn't surprise me if some of the less severe nagging little issues I have end up being root caused to one of these things.