PDK question
Pro
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From: Bainbridge Island, WA
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Arent there a bunch of PDK calibrations that can the dealer can perform?
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Racer
Joined: Jan 2021
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From: Orlando
Just a thought
.but maybe use a Durametric or Cobb Accessport to monitor your PDK oil temps. If PDK is running hot, then maybe it damaged your distance sensor both times. PDK has a gear oil cooler that works with a COV. Might be worth money to replace gear oil cooler with replacement PDK. Two bad PDKs in same car in 30k miles each is so statistically rare that it should be connected or related. Probably same issue caused both failures as others have suggested. I do not believe in coincidence. See RelatedThread where similar problem ended up being a pinched wire causing voltage problems with PDK/controller not discovered until third alleged PDK failure in same car. Just my 2 cents. Best wishes and glad to hear warranty covering it.
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Racer
Joined: Jan 2021
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From: Orlando
What I meant was 2 PDK transmission failures in one car seems very unusual. This guy is the third owner. Cant likely blame it on the driver unless all 3 regularly beat the **** out of the car. 2 PDK failures in the same car should require that a Porsche regional specialist come evaluate the car for the real cause. Either they are being misdiagnosed and/or something else is causing this failure.
Arent there a bunch of PDK calibrations that can the dealer can perform?
Arent there a bunch of PDK calibrations that can the dealer can perform?
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What I meant was 2 PDK transmission failures in one car seems very unusual. This guy is the third owner. Cant likely blame it on the driver unless all 3 regularly beat the **** out of the car. 2 PDK failures in the same car should require that a Porsche regional specialist come evaluate the car for the real cause. Either they are being misdiagnosed and/or something else is causing this failure.
Arent there a bunch of PDK calibrations that can the dealer can perform?
Arent there a bunch of PDK calibrations that can the dealer can perform?
Multiple failures of a single part typically leads to moving upstream. In this case, that's the controller, the shifter module, and the driver.
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I've been at the race track regularly, and never heard of a driver causing a problem with PDK. How could a driver cause a PDK to fail (as the PDK is fool-proof, as far as I have determined)?
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good to hear that the OPs car is going to be looked at by a higher up. It just makes sense to prevent unnecessary financial outlay and to find the cause of the problem.
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Good to hear that the OPs car is going to be looked at by a higher up. It just makes sense to prevent unnecessary financial outlay and to find the cause of the problem.
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From: USA
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You make a great point. When discussing over revs with the Porsche shop foreman, he said the only way to get overrevs with a PDK would be to be at the top of the rpm range and at that point get the wheels air borne. Then the car could get into the over rev range.mSo it seems extremely unlikely to have this happen.
good to hear that the OPs car is going to be looked at by a higher up. It just makes sense to prevent unnecessary financial outlay and to find the cause of the problem.
good to hear that the OPs car is going to be looked at by a higher up. It just makes sense to prevent unnecessary financial outlay and to find the cause of the problem.
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Overheating the PDK (usually on the track) and then continuing to drive the vehicle until PDK goes into limp mode instead of allowing vehicle to cool down. The distance sensors are electronic components located on shift rods inside the main case of the ZF case. The Cobb Accessport does allow drivers to monitor PDK oil temps while driving.
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Of course, that is why Porsche designed limp mode. The pre 2012 PDK lacked a gear oil cooler which was redesigned starting in 2012 PDK to add a gear oil cooler that uses engine coolant to warm gear oil on cold starts and cool oil when hot. Oil cooler functioned by ECU through a COV. So, engine cold/heat directly affects PDK oil cold/heat via heat exchanger. Some on here reporting driving their GT 4/ GT 3 while racing on track at 275-295 oil temps. LN Engineering recommends cool down at oil temps greater than 240 degrees. Limp mode is designed to force cool down but how much damage done to electrical components (distance sensors mounted to shift rods inside transmission case in oil) between 240 degrees and limp mode??? So, overheating PDK oil is a driver-controlled variable that can cause damage to the electronic components locate inside the PDK transmission case(shift rod distance sensors) which is the number one cause for PDK failures that cause PDK replacement. (DTC 173X
.usually 1738).
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From: USA
Of course, that is why Porsche designed limp mode. The pre 2012 PDK lacked a gear oil cooler which was redesigned starting in 2012 PDK to add a gear oil cooler that uses engine coolant to warm gear oil on cold starts and cool oil when hot. Oil cooler functioned by ECU through a COV. So, engine cold/heat directly affects PDK oil cold/heat via heat exchanger. Some on here reporting driving their GT 4/ GT 3 while racing on track at 275-295 oil temps. LN Engineering recommends cool down at oil temps greater than 240 degrees. Limp mode is designed to force cool down but how much damage done to electrical components (distance sensors mounted to shift rods inside transmission case in oil) between 240 degrees and limp mode??? So, overheating PDK oil is a driver-controlled variable that can cause damage to the electronic components locate inside the PDK transmission case(shift rod distance sensors) which is the number one cause for PDK failures that cause PDK replacement. (DTC 173X
.usually 1738).
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Of course, that is why Porsche designed limp mode. The pre 2012 PDK lacked a gear oil cooler which was redesigned starting in 2012 PDK to add a gear oil cooler that uses engine coolant to warm gear oil on cold starts and cool oil when hot. Oil cooler functioned by ECU through a COV. So, engine cold/heat directly affects PDK oil cold/heat via heat exchanger. Some on here reporting driving their GT 4/ GT 3 while racing on track at 275-295 oil temps. LN Engineering recommends cool down at oil temps greater than 240 degrees. Limp mode is designed to force cool down but how much damage done to electrical components (distance sensors mounted to shift rods inside transmission case in oil) between 240 degrees and limp mode??? So, overheating PDK oil is a driver-controlled variable that can cause damage to the electronic components locate inside the PDK transmission case(shift rod distance sensors) which is the number one cause for PDK failures that cause PDK replacement. (DTC 173X
.usually 1738).
On the track I regularly see engine oil in the 270 range if outside air temp is above 85. I'm assuming the PDK oil runs cooler. I have not gone into PDK limp mode.
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LN Engineering recommends cool down at oil temps greater than 240 degrees(quote).......Engine oil temps or PDK oil temps? And do you know what the normal difference is between the 2 temps.
On the track I regularly see engine oil in the 270 range if outside air temp is above 85. I'm assuming the PDK oil runs cooler. I have not gone into PDK limp mode.
On the track I regularly see engine oil in the 270 range if outside air temp is above 85. I'm assuming the PDK oil runs cooler. I have not gone into PDK limp mode.