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Can you elaborate on your fault code? Your original post talked about a "control unit" which isn't the same as the T-design unit. Not saying the T-design unit isn't needed, just trying to understand the fault better so we can learn from it.
Sorry I should have included them.
P0603
P1734
I was having a beer yesterday with a fellow P owner and of course the discussion was about my problems. As we talked I came to the realization that it's not the broken car, that can be fixed, but the feeling of being backed into a corner with only one way out. A very expensive path. This thread has given me options. The primary option is knowledge to work the problem. Thanks PV997
In hindsight I should have parked the car and worked the problem before involving the dealership. Lesson learned.
Sorry I should have included them.
P0603
P1734
I was having a beer yesterday with a fellow P owner and of course the discussion was about my problems. As we talked I came to the realization that it's not the broken car, that can be fixed, but the feeling of being backed into a corner with only one way out. A very expensive path. This thread has given me options. The primary option is knowledge to work the problem. Thanks PV997
In hindsight I should have parked the car and worked the problem before involving the dealership. Lesson learned.
Yup, that's the distance (displacement) sensor alright.
Thanks for the kind words 6mmamer but all I did was collect a bunch of information that was scattered out there and put it in one place (along with some educated guesses). It's guys like T-design, amet, Roberto, and Alexsey that have done the real heavy lifting. It is incredibly annoying that Porsche has withheld this info and parts availability, but really nice to see folks taking things into their own hands. I'm curious if Porsche or the dealerships have started to notice as it seems like more indys are willing to give PDK repair a try.
BTW amet, I think EDS7 on the 991's is not part of the valve body but in a separate location behind the plate at the bottom in your first photo. The valve body has eight solenoids but they are EDS1-6 and MV1-2 (the black ones).
... BTW amet, I think EDS7 on the 991's is not part of the valve body but in a separate location behind the plate at the bottom in your first photo. The valve body has eight solenoids but they are EDS1-6 and MV1-2 (the black ones).
Yup, that's the distance (displacement) sensor alright.
Thanks for the kind words 6mmamer but all I did was collect a bunch of information that was scattered out there and put it in one place (along with some educated guesses). It's guys like T-design, amet, Roberto, and Alexsey that have done the real heavy lifting. It is incredibly annoying that Porsche has withheld this info and parts availability, but really nice to see folks taking things into their own hands. I'm curious if Porsche or the dealerships have started to notice as it seems like more indys are willing to give PDK repair a try.
BTW amet, I think EDS7 on the 991's is not part of the valve body but in a separate location behind the plate at the bottom in your first photo. The valve body has eight solenoids but they are EDS1-6 and MV1-2 (the black ones).
Some how we need to build a list of shops that will do this work. I know that comes with some risk. As always caveat emptor applies. Do your research.
I talked to a lot of shops. It doesn't take long before you know if they can do the work. Like in the first 30 seconds of conversation.
Some how we need to build a list of shops that will do this work. I know that comes with some risk. As always caveat emptor applies. Do your research.
I talked to a lot of shops. It doesn't take long before you know if they can do the work. Like in the first 30 seconds of conversation.
We are actually on it! We are trying to put together a list of shops that did successful and confirmed PDK repairs. But it will naturally take some time
We are actually on it! We are trying to put together a list of shops that did successful and confirmed PDK repairs. But it will naturally take some time
I know of one shop in Japan, that is just waiting on parts.
We can then report on the effectiveness and ease of the T-Design product and process...
Hey all,
Quick history, my 987.2 I autocross with mainly and occasionally to the track. Recently I've had the "Transmission temperature too high" warning twice. First time, exiting track entering pit lane after a cool down lap, it flashed on and a few mins later it cleared. The second time was after one of my morning runs at autocross, getting off course and getting back to grid, again it flash on, enough time for me to get a picture of it then it clears itself once I parked. Both times I couldnt find it in the messages.
So, couple weeks after the second warning, finally getting to looking for any fault codes with my friend's Durametric, under the PDK transmission, saw these two weird incomplete codes:
17F0 - Transmission overtemper
17F1 - Transmission overtemper
I've since cleared it, and it hasn't come back. I've done an autocross event since and no warning came up. About to do a track day in a few days, so hopefully it won't? 👀🤞
Following this error, the car would not move in either first or reverse.
Foxwell error code diagnosis.
Implying of course, the shift rod displacement sensor had gone to silicon heaven.
Immediate result; the flat-bed of shame.
Very lucky though, to find a garage willing to undertake both the preparatory diagnosis, AND then also wade in with a possible repair. Kokusai Jidosha Shokai in Kizarasu-shi are not only foreign car specialists, but also ZF experts, working on many Germans - including a vast array of Porsche.
The shacho is enthusiastic, polite, and best of all had no issues about attempting a PDK fix.
Initial inspections suggested the rear cap of the PDK could be removed, with nothing more substantial than the under-tray and exhaust system taken off.
Oil-pan and integral filter replacement.
Custom tool - as per directions here - took about three hours to make.
I was amazed at the care taken and the finish.
Tool fitted, and slowly removed mission case's rear cap.
New shift rod displacement sensor, after manufacture, it took about three or four days to arrive in Japan.
Off popped the rear case cover.
Faulty shift rod displacement sensor in situ...
Removed, and prepped for loom conversion.
The T-Design process is well laid-out, logical, and easy to follow.
Their website helpfully provides all the necessary documentation.
Applying the T-Design provided heat shrink.
New position sensor in place.
With the PDK mechanically near bullet proof, it is a pity to see these cars subjected to failure from a ten yen component, embedded in ZF's epoxy.
T-Design suggest their tech has advanced from the original, so hopefully this failure mode has been eliminated.
Look at those gear sets, no wonder this box can launch time and time again...
Original ZF sensor, built on January 23, 2009, from I assume batch or serial 23363-5.
Unattainable ZF part numbers also present, but with the T-Design piece available, why bother?
Incidentally, the two shaft end caps will need replacing, and as referenced elsewhere are different - notably their internal mounting shafts.
After the PIWIS re-calibration, the car was tested, shows no codes, and possibly due to the fluid and filter changes now seems to shift even smoother than previous.
Although KJS of course did all the dirty work, I can try and answer any questions as necessary...
Thanks for posting Neko, great pictures and congratulations on the fix!
Regarding the end caps, can you post the different PN's? I think one of the things that is causing confusion here is that the 987 and 997 2WD PDKs aren't the same. I originally focused the post on the 997 (my car), but as more people open up their PDKs it's becoming clear there are subtle differences in the six variants (997 2WD, 997 AWD, 987, 991.1 2WD, 991.1 AWD, 981). Not just the end caps but the hardware that secures the bearings to the shaft ends. Then you have the 991.2 and 981.2 which are entirely different animals. I'm trying to sort out the differences so I can update the post and any new info from you or others is greatly appreciated.
I have to tell you I love reading success story posts like these, particularly those with lost of details and photos. Thanks again.
Thanks for posting Neko, great pictures and congratulations on the fix!
Regarding the end caps, can you post the different PN's? I think one of the things that is causing confusion here is that the 987 and 997 2WD PDKs aren't the same. I originally focused the post on the 997 (my car), but as more people open up their PDKs it's becoming clear there are subtle differences in the six variants (997 2WD, 997 AWD, 987, 991.1 2WD, 991.1 AWD, 981). Not just the end caps but the hardware that secures the bearings to the shaft ends. Then you have the 991.2 and 981.2 which are entirely different animals. I'm trying to sort out the differences so I can update the post and any new info from you or others is greatly appreciated.
I have to tell you I love reading success story posts like these, particularly those with lost of details and photos. Thanks again.
Yet PMNA now says the 981.2 (718) GT4 Clusbsport PDK can be used in 981 GT4 Clubsports with only a small modification to the PDK vent. These are the same PDKs found in the equivalent base model Cayman street cars minus 7th gear.
Yet PMNA now says the 981.2 (718) GT4 Clusbsport PDK can be used in 981 GT4 Clubsports with only a small modification to the PDK vent. These are the same PDKs found in the equivalent base model Cayman street cars minus 7th gear.
Jeff
Yes, that still holds - as although the mounting hardware, input and output relationships are the same (making the form factor either identical or close to identical), the internal configurations (bearings, gear sets, and of course main car interface programming) could and would likely vary...
My view, based on nothing more than years of working on air-cooled Porsche, where such was common.
07-16-2021, 10:09 AM
