rm21

Just to clarify what happened in my case - I did get a CEL. At first, I didn't think much of it, since it had happened to me once before. The car went into reduced power mode and I assumed I could drive it into the pits. However, shortly after the CEL, more error messages started flying by, and I realized I might need to find a place to pull over on track. Then the smoke started. In reviewing my video after the fact, it is pretty clear from the sound that I threw the rod about 10-15 seconds or so after the first CEL. I think the lesson learned is that if this happens to you on track, start mapping out a strategy for getting off line and finding a safe place to stop the car, in the event you can't make it back to the pits. If I had a do-over, I could have probably pulled over quicker and potentially reduced the damage.

R.Deacon

^^^ Thanks for your experienced insight , prudent advise I will try to follow if I can remember it
in the event of an on track CEL event.

hf1

Did the msg say to stop and turn off engine immediately or that it was safe to drive (to dealer)?

meaker

You can not go above 8k rpms ( that I can remember) or it will go into limp mode. If you cut the car off and back on it will cycle off the limp mode. So basically you can drive spirited but not all out. I did the tail of the dragon right after mind has a cel. And drove home 3 plus hours still only got a top rebuild.

bronson7

I had a feeling this is what happened.

ricster1965

I believe these engines have an oil delivery issue to cyl number 5 or 6. See which cyl.

Waxer

From what we can see so far the oil delievery issue was rectified with the G.

Normally if it was just a wear issue on cam I would think the CEL would have come on noting misfire or timing issue and there would be no major catastrophic failure causing a rod through block as we saw. Wear on the cam sufficient to trip the CEL I doubt would be sufficient to throw a rod through the block. I;m sure the parameter for the system to trip the CEL is set way prior to the wear reaching such a drastric point. Rich had been tracking for a while without issue and even set a personal best lap just prior without any indication there was a problem. I suspect Macca is right this was more likely a sudden breakage of the finger followers causing total FUBAR.

rm21

I don't believe it did but my focus was on getting out of the way of the cars that were going 100+ while I was going 40 and not trying to read the 10+ error messages the car was throwing.

My race shop agrees with this as well.

Guest89

Goldcrest?

rm21

Yes.

trompazo

I am currently shopping for a 2014 or 2015. Been threw as much of these threads as I can.

I realize there were running changes on both E and F series engines. Have most of the issues with the E series been earlier build dates?

There are 4 cars I am interested in. Don't have the build dates, just the in-service dates from the dealers.

1. 2014 E series with a Jan 20th, 2014 In-service date (early build date but I have confirmed the engine was not recalled so must have be installed at the port or factory)

2. 2014 E with a Oct 31st, 2014 In-service date (presumably late build date)

3. 2015 F series with a Nov 2014 In service date (Early F series)

4. 2015 F series Jan 15, 2015 in service date (later F series).

Would a late build E series (option 2) be quite similar to an early build (option 3) F series? Or was there specific changes from a late E to an early F?

Thanks to anyone who knows!

Just in time

Porsche utilizes running changes in their production. I would go for later build dates.

Alan C.

I had a 2015 F Nov 2014 build with about 6 track days and zero problems at 12000 miles.