My 3.6 to 4.0 Project
11-10-2016, 11:18 AM
#481
Rennlist Member
"I think we need a sticky "List of small plastic parts and gaskets you should replace to avoid a ****ty experience""
^^^And O-ring sizes/thicknesses for replacements... Seems silly that we can't just replace an o-ring, no? Do we really believe that Porsche had a custom part made for this purpose? Especially on a car that they were looking for economical (cost cutting) ways to produce...
^^^And O-ring sizes/thicknesses for replacements... Seems silly that we can't just replace an o-ring, no? Do we really believe that Porsche had a custom part made for this purpose? Especially on a car that they were looking for economical (cost cutting) ways to produce...
Last edited by dporto; 11-10-2016 at 11:43 AM.
11-10-2016, 11:42 AM
#482
Rennlist Member
I hope this is the end of your frustrations and ends with you having a huge smile on your face and keeping the car...
This thread (and your efforts in general) = EPIC!
This thread (and your efforts in general) = EPIC!
11-10-2016, 11:47 AM
#483
Former Vendor
All these little things, equal big things.
A new engine can die, or at least consume oil if things like this are present, and go without being addressed. Things like this add fuel trim, and fuel is solvent that cylinders and rings don't need to see.
I am dealing with a situation similar to this now, with a shop that overlooked several things and they have an engine that is consuming more oil than they believe that it should. Its very easy to blame mechanicals, but if an engine is rich it will have all sorts of issues.
I have seen a bad gas cap, bad evap, and bad purge valve all take out an engine in the past. I've even seen intake manifolds crack at the seams, and only leak when the engine is hot. That one wiped out a cylinder before it was ever found.
The most common issue today is bad injectors, that not even a professional cleaning will address thoroughly. A shop in Vancouver installed a replacement engine into a customer's car after the original engine lost a cylinder. They did nothing to the injectors, and within a few hundred miles the new engine had high oil consumption. They consulted with me, and I put the puzzle together quickly, based on my own experiences. I asked for fuel trim data, and it was clear that the engine was rich in both long and short term fuel trim on bank 2. Then I asked them what cylinder failed on the old engine, and you guessed it, #5!
I told the shop to change the oil back to a conventional (to give the rings a change to seal again) then clean the MAF, and replace the injectors with new ones. Further, I told them to top it off with a heavy dose of sea foam injector cleaner for a few tanks of fuel. They had the old injectors checked, and all of them were questionable, but #5 was hanging open, and had 2/3 of the volume it was supposed to have. Problem found, and a fuel injector cost the car owner a 20K engine.... This is happening more than ever before, and I believe its responsible (at least partially) for the majority of cylinder failures that we see today.
These types of issues can even create low crankcase vacuum numbers (because rings aren't sealing due to excess enrichment), and that can appear to be the symptoms of a failing AOS unit. MAF and O2 codes often come from this, too, but not always (because upstream issues will throw downstream codes) and the list goes on and on.
Its really simple- No intake, or crankcase leaks are acceptable. A component can leak air before it will leak oil. This means that cracked AOS vent tubes, and oil fillers won't be found, since they often suck air, but won't leak oil.
If they are present the engine will always default to a rich condition, which will add excess fuel to the cylinder(s) and then you can stand by for a mechanical issue.
A new engine can die, or at least consume oil if things like this are present, and go without being addressed. Things like this add fuel trim, and fuel is solvent that cylinders and rings don't need to see.
I am dealing with a situation similar to this now, with a shop that overlooked several things and they have an engine that is consuming more oil than they believe that it should. Its very easy to blame mechanicals, but if an engine is rich it will have all sorts of issues.
I have seen a bad gas cap, bad evap, and bad purge valve all take out an engine in the past. I've even seen intake manifolds crack at the seams, and only leak when the engine is hot. That one wiped out a cylinder before it was ever found.
The most common issue today is bad injectors, that not even a professional cleaning will address thoroughly. A shop in Vancouver installed a replacement engine into a customer's car after the original engine lost a cylinder. They did nothing to the injectors, and within a few hundred miles the new engine had high oil consumption. They consulted with me, and I put the puzzle together quickly, based on my own experiences. I asked for fuel trim data, and it was clear that the engine was rich in both long and short term fuel trim on bank 2. Then I asked them what cylinder failed on the old engine, and you guessed it, #5!
I told the shop to change the oil back to a conventional (to give the rings a change to seal again) then clean the MAF, and replace the injectors with new ones. Further, I told them to top it off with a heavy dose of sea foam injector cleaner for a few tanks of fuel. They had the old injectors checked, and all of them were questionable, but #5 was hanging open, and had 2/3 of the volume it was supposed to have. Problem found, and a fuel injector cost the car owner a 20K engine.... This is happening more than ever before, and I believe its responsible (at least partially) for the majority of cylinder failures that we see today.
These types of issues can even create low crankcase vacuum numbers (because rings aren't sealing due to excess enrichment), and that can appear to be the symptoms of a failing AOS unit. MAF and O2 codes often come from this, too, but not always (because upstream issues will throw downstream codes) and the list goes on and on.
Its really simple- No intake, or crankcase leaks are acceptable. A component can leak air before it will leak oil. This means that cracked AOS vent tubes, and oil fillers won't be found, since they often suck air, but won't leak oil.
If they are present the engine will always default to a rich condition, which will add excess fuel to the cylinder(s) and then you can stand by for a mechanical issue.
11-10-2016, 11:48 AM
#484
Three Wheelin'
Thread Starter
11-10-2016, 11:52 AM
#485
Former Vendor
They plan to make O ring and seal kits from these that are based on what is needed, not what the dealer gasket set provides, which is generally too much of what you don't need, and not enough of what you do need.
11-10-2016, 11:53 AM
#486
Three Wheelin'
Thread Starter
as much as I enjoyed driving it home yesterday, it wasn't enough to convince me not to sell it. it's still for sale - now without a CEL.
11-10-2016, 11:56 AM
#487
Three Wheelin'
Thread Starter
yes, true. I threw out half the gaskets that came with the pelican kit.
11-10-2016, 11:58 AM
#488
Three Wheelin'
Thread Starter
the garage also wants me to drain some oil out as it is overfilled right now and they think it's the reason for smoke on cold start up.
said it looks like I am anywhere between 0.5 and 1L over filled. I'll do that tonight.
said it looks like I am anywhere between 0.5 and 1L over filled. I'll do that tonight.
11-10-2016, 12:08 PM
#489
Three Wheelin'
Thread Starter
All these little things, equal big things.
A new engine can die, or at least consume oil if things like this are present, and go without being addressed. Things like this add fuel trim, and fuel is solvent that cylinders and rings don't need to see.
I am dealing with a situation similar to this now, with a shop that overlooked several things and they have an engine that is consuming more oil than they believe that it should. Its very easy to blame mechanicals, but if an engine is rich it will have all sorts of issues.
I have seen a bad gas cap, bad evap, and bad purge valve all take out an engine in the past. I've even seen intake manifolds crack at the seams, and only leak when the engine is hot. That one wiped out a cylinder before it was ever found.
The most common issue today is bad injectors, that not even a professional cleaning will address thoroughly. A shop in Vancouver installed a replacement engine into a customer's car after the original engine lost a cylinder. They did nothing to the injectors, and within a few hundred miles the new engine had high oil consumption. They consulted with me, and I put the puzzle together quickly, based on my own experiences. I asked for fuel trim data, and it was clear that the engine was rich in both long and short term fuel trim on bank 2. Then I asked them what cylinder failed on the old engine, and you guessed it, #5!
I told the shop to change the oil back to a conventional (to give the rings a change to seal again) then clean the MAF, and replace the injectors with new ones. Further, I told them to top it off with a heavy dose of sea foam injector cleaner for a few tanks of fuel. They had the old injectors checked, and all of them were questionable, but #5 was hanging open, and had 2/3 of the volume it was supposed to have. Problem found, and a fuel injector cost the car owner a 20K engine.... This is happening more than ever before, and I believe its responsible (at least partially) for the majority of cylinder failures that we see today.
These types of issues can even create low crankcase vacuum numbers (because rings aren't sealing due to excess enrichment), and that can appear to be the symptoms of a failing AOS unit. MAF and O2 codes often come from this, too, but not always (because upstream issues will throw downstream codes) and the list goes on and on.
Its really simple- No intake, or crankcase leaks are acceptable. A component can leak air before it will leak oil. This means that cracked AOS vent tubes, and oil fillers won't be found, since they often suck air, but won't leak oil.
If they are present the engine will always default to a rich condition, which will add excess fuel to the cylinder(s) and then you can stand by for a mechanical issue.
A new engine can die, or at least consume oil if things like this are present, and go without being addressed. Things like this add fuel trim, and fuel is solvent that cylinders and rings don't need to see.
I am dealing with a situation similar to this now, with a shop that overlooked several things and they have an engine that is consuming more oil than they believe that it should. Its very easy to blame mechanicals, but if an engine is rich it will have all sorts of issues.
I have seen a bad gas cap, bad evap, and bad purge valve all take out an engine in the past. I've even seen intake manifolds crack at the seams, and only leak when the engine is hot. That one wiped out a cylinder before it was ever found.
The most common issue today is bad injectors, that not even a professional cleaning will address thoroughly. A shop in Vancouver installed a replacement engine into a customer's car after the original engine lost a cylinder. They did nothing to the injectors, and within a few hundred miles the new engine had high oil consumption. They consulted with me, and I put the puzzle together quickly, based on my own experiences. I asked for fuel trim data, and it was clear that the engine was rich in both long and short term fuel trim on bank 2. Then I asked them what cylinder failed on the old engine, and you guessed it, #5!
I told the shop to change the oil back to a conventional (to give the rings a change to seal again) then clean the MAF, and replace the injectors with new ones. Further, I told them to top it off with a heavy dose of sea foam injector cleaner for a few tanks of fuel. They had the old injectors checked, and all of them were questionable, but #5 was hanging open, and had 2/3 of the volume it was supposed to have. Problem found, and a fuel injector cost the car owner a 20K engine.... This is happening more than ever before, and I believe its responsible (at least partially) for the majority of cylinder failures that we see today.
These types of issues can even create low crankcase vacuum numbers (because rings aren't sealing due to excess enrichment), and that can appear to be the symptoms of a failing AOS unit. MAF and O2 codes often come from this, too, but not always (because upstream issues will throw downstream codes) and the list goes on and on.
Its really simple- No intake, or crankcase leaks are acceptable. A component can leak air before it will leak oil. This means that cracked AOS vent tubes, and oil fillers won't be found, since they often suck air, but won't leak oil.
If they are present the engine will always default to a rich condition, which will add excess fuel to the cylinder(s) and then you can stand by for a mechanical issue.
11-10-2016, 01:10 PM
#490
Race Director
12-25-2016, 07:46 AM
#492
12-28-2016, 09:00 AM
#493
Three Wheelin'
Thread Starter
even a nice c4s at 33k still has a long list of issues that could pop up. My engine modifications address most known failures modes and would be asking an additional 6k if you were to compare to a 33k model. if you ask me, that's a pretty sweet deal. If someone else wants to do this, they are looking at $20k+ the price of the car. I'm in over $45k here....not looking to make money but get some of it back.
the car isn't sold, it's sitting in my garage. where I found a small puddle of coolant yesterday when sweeping around it....judging by the location on the floor, looks like its coming from where the coolant reservoir sits.
another new part going in for the potential new owner...lol. Another afternoon in the garage taking apart something on that car.
I'm in no hurry to sell. I still love driving this girl. And who knows....maybe in the spring she will give me 1 problem free season and I may consider keeping it.
all I want is a nice handling & looking coupe to take to the track 3 or 4 times a year and bring my kids around town and wife on dates. it hasn't been able to do any of that without an issue coming up. I don't mind the odd repair but she's been relentless.
Not having much luck with it and it's frustrating. well....I never had any luck with cars. I just traded in my 10 year old, 250 000km problem free lexus for a warrantied 2015 legacy after my wife said she wanted something newer before the lexus started to breakdown.
2015 car wouldn't start on the 1st coldest day of the year. Needed new ignition relays. good thing it has warranty! ugh. know what probably started? my 10 year old lexus. lMao.
the car isn't sold, it's sitting in my garage. where I found a small puddle of coolant yesterday when sweeping around it....judging by the location on the floor, looks like its coming from where the coolant reservoir sits.
another new part going in for the potential new owner...lol. Another afternoon in the garage taking apart something on that car.
I'm in no hurry to sell. I still love driving this girl. And who knows....maybe in the spring she will give me 1 problem free season and I may consider keeping it.
all I want is a nice handling & looking coupe to take to the track 3 or 4 times a year and bring my kids around town and wife on dates. it hasn't been able to do any of that without an issue coming up. I don't mind the odd repair but she's been relentless.
Not having much luck with it and it's frustrating. well....I never had any luck with cars. I just traded in my 10 year old, 250 000km problem free lexus for a warrantied 2015 legacy after my wife said she wanted something newer before the lexus started to breakdown.
2015 car wouldn't start on the 1st coldest day of the year. Needed new ignition relays. good thing it has warranty! ugh. know what probably started? my 10 year old lexus. lMao.
12-28-2016, 09:22 AM
#494
even a nice c4s at 33k still has a long list of issues that could pop up. My engine modifications address most known failures modes and would be asking an additional 6k if you were to compare to a 33k model. if you ask me, that's a pretty sweet deal. If someone else wants to do this, they are looking at $20k+ the price of the car.
Sounds like you have the right basic attitude though where you'd like to sell, but its not the end of the world if it doesn't. Hopefully when the weather warms you two can get some much needed bonding time to make it all worthwhile
12-28-2016, 09:27 AM
#495
Three Wheelin'
Thread Starter