PDK temperature-dependent clutch issue (PV997 please advise)
08-28-2021, 01:52 AM
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Track Day
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PDK temperature-dependent clutch issue (PV997 please advise)
Hey everyone.
I wanted to get your opinion on a temperature-dependent PDK issue. I haven't seen a similar pattern of symptoms described yet. This was posted in the 981 section as well, but I was advised to consult the 997 folks as well (especially PV997) on this issue. I believe a discussion here would produce good information for 997 owners as well.
Background / Symptoms:
How would you approach this particular problem? What are the likely failure points given this temperature-dependent presentation and history of clunky engagement?
Any advice would be greatly appreciated. Thanks.
I wanted to get your opinion on a temperature-dependent PDK issue. I haven't seen a similar pattern of symptoms described yet. This was posted in the 981 section as well, but I was advised to consult the 997 folks as well (especially PV997) on this issue. I believe a discussion here would produce good information for 997 owners as well.
Background / Symptoms:
- 2013 Boxster S ~70k miles; original PDK fluid (120kmi/12y service interval). This version of the PDK is similar to the 997/987 I believe with only minor changes.
- Clutch engages normally when cold; drives normally; no codes.
- After ~10 minutes of driving, clutch 1 (gears 1, 3, 5, 7, R) hydraulic symptoms begin to manifest. Upon releasing the brake pedal, clutch 1 won't fully engage (RPMs rise but the car barely creeps forward) until more throttle is added. But once the car is moving it shifts through the gears without problem.
- Clutch 1 engagement progressively deteriorates; more and more throttle is needed to get full engagement.
- After ~20 minutes (less if driven hard), clutch 1 will eventually completely stop engaging; code P17B1 was obtained through a scanner (clutch 1 activation pressure implausible).
- Once the car cools down, the code is gone and the PDK behaves normally until warmed up again as described above.
- The clutch chamber was found to be low on FFL-3 fluid by about 1 liter so it was topped off, but the symptoms persist. There aren't any obvious signs of leaks.
- There have been a variety of error messages that show on the instrument cluster once the symptoms fully set in. But only P17B1 was noted. One time, it showed "PDK Transm. Fault poss. No R gear Drive on poss" and the PDK was able to limp home by using only clutch 2 (2nd > 4th > 6th), basically operating as a single clutch transmission. But I haven't tried to replicate it since that happened. Clutch 2 engagement was perfectly normal; only clutch 1 appears to be affected.
- Before this problem occurred, the car has had a history of less than ideal clutch engagement when moving from a dead stop. At times it would seemingly dump the clutch going into 1st or R, resulting in harsh shifts or engine stalls (unless more throttle was immediately given after releasing the brake pedal).
How would you approach this particular problem? What are the likely failure points given this temperature-dependent presentation and history of clunky engagement?
Any advice would be greatly appreciated. Thanks.
08-28-2021, 12:56 PM
#2
Three Wheelin'
Hi IDFB - My first thought is that this sounded like the clutch 1 solenoid getting stuck (EDS1) and that error code is reinforcing that. There are a bunch of different variations of P17B1 but that "pressure implausible" flag is only thrown when the measured clutch fluid pressure is significantly lower than what the TCU thinks it should be. However, it's also only thrown when P0841 (shorted/open/implausible pressure sensor 1), P0843 (another pressure sensor 1 fault) and P181A (yet another pressure sensor 1 fault) are not present. So for whatever reason, the TCU has determined it's getting good data from the pressure sensor and the clutch 1 fluid pressure really is low.
The PDK t-shooting documentation points to the hydraulics (solenoid/valve body), wiring harness, or a bad clutch as possible culprits for this code. The wiring harness seems unlikely but it's possible you have corrosion or damage that's adding resistance to the line and fooling the TCU. If it's the clutch then you are SOL as they aren't available. The clutch also seems unlikely to me since it works when the car is cold but perhaps there is internal damage or premature wear that only becomes apparent when the fluid is up to temp. Like I said, doesn't seem likely but who knows, Porsche put it on the list for a reason.
I would focus on the hydraulics starting with the EDS1 solenoid. You can remove it and bench test it, and may be able to clean it out a bit. EDS1 is a strange looking solenoid that has some sort pressure valve attached to it (not exactly sure the purpose but I think it might aid in launch control). They are hard to come by individually if you want to replace it but there are Chinese companies that sell the whole solenoid kit for around $250 (remanufactured). See the main PDK repair sticky post for a link, I've also so them on Aliexpress recently.
Inside the valve body there is a sliding valve assembly that works with EDS1 that could be worn or broken, you can see it in the cutaway drawing of the valve body in the PDK repair sticky. I've never seen this available so you would probably have to replace the entire valve body if it's the culprit.
Last off, I wouldn't entirely exonerate the pressure sensor even though the TCU seems to think it's okay (i.e. not throwing pressure sensor specific codes). These have been known to go bad although they usually fail as an open or short which is obvious to the TCU. So it's unlikely but can't be entirely dismissed. These are a PITA to replace as you need to remove the transmission from the car and pull off the clutch.
If you have access to a PIWIS or a high end scanner that can read PDK data, you can strip chart and record all of these in real time. This includes the pressure sensor values, solenoid current, PDK fluid temperature, and just about everything else. I'd do this to try and get more data before doing anything beyond a simple solenoid replacement. Knowing how the failure is manifesting (e.g. slow pressure decrease with temp, suddenly getting stuck at a low value, going noisy and erratic) will help you pinpoint the possible causes. A Chinese clone PIWIS2 is not expensive and there's whole thread dedicated to them in the 997 forum and another good one over at Planet 9.
Good luck and let us know how it goes.
The PDK t-shooting documentation points to the hydraulics (solenoid/valve body), wiring harness, or a bad clutch as possible culprits for this code. The wiring harness seems unlikely but it's possible you have corrosion or damage that's adding resistance to the line and fooling the TCU. If it's the clutch then you are SOL as they aren't available. The clutch also seems unlikely to me since it works when the car is cold but perhaps there is internal damage or premature wear that only becomes apparent when the fluid is up to temp. Like I said, doesn't seem likely but who knows, Porsche put it on the list for a reason.
I would focus on the hydraulics starting with the EDS1 solenoid. You can remove it and bench test it, and may be able to clean it out a bit. EDS1 is a strange looking solenoid that has some sort pressure valve attached to it (not exactly sure the purpose but I think it might aid in launch control). They are hard to come by individually if you want to replace it but there are Chinese companies that sell the whole solenoid kit for around $250 (remanufactured). See the main PDK repair sticky post for a link, I've also so them on Aliexpress recently.
Inside the valve body there is a sliding valve assembly that works with EDS1 that could be worn or broken, you can see it in the cutaway drawing of the valve body in the PDK repair sticky. I've never seen this available so you would probably have to replace the entire valve body if it's the culprit.
Last off, I wouldn't entirely exonerate the pressure sensor even though the TCU seems to think it's okay (i.e. not throwing pressure sensor specific codes). These have been known to go bad although they usually fail as an open or short which is obvious to the TCU. So it's unlikely but can't be entirely dismissed. These are a PITA to replace as you need to remove the transmission from the car and pull off the clutch.
If you have access to a PIWIS or a high end scanner that can read PDK data, you can strip chart and record all of these in real time. This includes the pressure sensor values, solenoid current, PDK fluid temperature, and just about everything else. I'd do this to try and get more data before doing anything beyond a simple solenoid replacement. Knowing how the failure is manifesting (e.g. slow pressure decrease with temp, suddenly getting stuck at a low value, going noisy and erratic) will help you pinpoint the possible causes. A Chinese clone PIWIS2 is not expensive and there's whole thread dedicated to them in the 997 forum and another good one over at Planet 9.
Good luck and let us know how it goes.
08-31-2021, 06:07 PM
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Track Day
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Hi IDFB - My first thought is that this sounded like the clutch 1 solenoid getting stuck (EDS1) and that error code is reinforcing that. There are a bunch of different variations of P17B1 but that "pressure implausible" flag is only thrown when the measured clutch fluid pressure is significantly lower than what the TCU thinks it should be. However, it's also only thrown when P0841 (shorted/open/implausible pressure sensor 1), P0843 (another pressure sensor 1 fault) and P181A (yet another pressure sensor 1 fault) are not present. So for whatever reason, the TCU has determined it's getting good data from the pressure sensor and the clutch 1 fluid pressure really is low.
The PDK t-shooting documentation points to the hydraulics (solenoid/valve body), wiring harness, or a bad clutch as possible culprits for this code. The wiring harness seems unlikely but it's possible you have corrosion or damage that's adding resistance to the line and fooling the TCU. If it's the clutch then you are SOL as they aren't available. The clutch also seems unlikely to me since it works when the car is cold but perhaps there is internal damage or premature wear that only becomes apparent when the fluid is up to temp. Like I said, doesn't seem likely but who knows, Porsche put it on the list for a reason.
I would focus on the hydraulics starting with the EDS1 solenoid. You can remove it and bench test it, and may be able to clean it out a bit. EDS1 is a strange looking solenoid that has some sort pressure valve attached to it (not exactly sure the purpose but I think it might aid in launch control). They are hard to come by individually if you want to replace it but there are Chinese companies that sell the whole solenoid kit for around $250 (remanufactured). See the main PDK repair sticky post for a link, I've also so them on Aliexpress recently.
Inside the valve body there is a sliding valve assembly that works with EDS1 that could be worn or broken, you can see it in the cutaway drawing of the valve body in the PDK repair sticky. I've never seen this available so you would probably have to replace the entire valve body if it's the culprit.
Last off, I wouldn't entirely exonerate the pressure sensor even though the TCU seems to think it's okay (i.e. not throwing pressure sensor specific codes). These have been known to go bad although they usually fail as an open or short which is obvious to the TCU. So it's unlikely but can't be entirely dismissed. These are a PITA to replace as you need to remove the transmission from the car and pull off the clutch.
If you have access to a PIWIS or a high end scanner that can read PDK data, you can strip chart and record all of these in real time. This includes the pressure sensor values, solenoid current, PDK fluid temperature, and just about everything else. I'd do this to try and get more data before doing anything beyond a simple solenoid replacement. Knowing how the failure is manifesting (e.g. slow pressure decrease with temp, suddenly getting stuck at a low value, going noisy and erratic) will help you pinpoint the possible causes. A Chinese clone PIWIS2 is not expensive and there's whole thread dedicated to them in the 997 forum and another good one over at Planet 9.
Good luck and let us know how it goes.
The PDK t-shooting documentation points to the hydraulics (solenoid/valve body), wiring harness, or a bad clutch as possible culprits for this code. The wiring harness seems unlikely but it's possible you have corrosion or damage that's adding resistance to the line and fooling the TCU. If it's the clutch then you are SOL as they aren't available. The clutch also seems unlikely to me since it works when the car is cold but perhaps there is internal damage or premature wear that only becomes apparent when the fluid is up to temp. Like I said, doesn't seem likely but who knows, Porsche put it on the list for a reason.
I would focus on the hydraulics starting with the EDS1 solenoid. You can remove it and bench test it, and may be able to clean it out a bit. EDS1 is a strange looking solenoid that has some sort pressure valve attached to it (not exactly sure the purpose but I think it might aid in launch control). They are hard to come by individually if you want to replace it but there are Chinese companies that sell the whole solenoid kit for around $250 (remanufactured). See the main PDK repair sticky post for a link, I've also so them on Aliexpress recently.
Inside the valve body there is a sliding valve assembly that works with EDS1 that could be worn or broken, you can see it in the cutaway drawing of the valve body in the PDK repair sticky. I've never seen this available so you would probably have to replace the entire valve body if it's the culprit.
Last off, I wouldn't entirely exonerate the pressure sensor even though the TCU seems to think it's okay (i.e. not throwing pressure sensor specific codes). These have been known to go bad although they usually fail as an open or short which is obvious to the TCU. So it's unlikely but can't be entirely dismissed. These are a PITA to replace as you need to remove the transmission from the car and pull off the clutch.
If you have access to a PIWIS or a high end scanner that can read PDK data, you can strip chart and record all of these in real time. This includes the pressure sensor values, solenoid current, PDK fluid temperature, and just about everything else. I'd do this to try and get more data before doing anything beyond a simple solenoid replacement. Knowing how the failure is manifesting (e.g. slow pressure decrease with temp, suddenly getting stuck at a low value, going noisy and erratic) will help you pinpoint the possible causes. A Chinese clone PIWIS2 is not expensive and there's whole thread dedicated to them in the 997 forum and another good one over at Planet 9.
Good luck and let us know how it goes.
It seems like the signs are pointing to a EDS1 failure. The shop also seems to think it's a solenoid issue and wants to replace either the solenoids or valve body. If that doesn't work then their next step is to replace the entire PDK. shenghaiautoparts.com has a remanufactured valve body for about $960 shipped (https://www.shenghaiautoparts.com/sh...r-porsche-911/). According to their support rep, one can specify the part # and they will try to find that specific valve body (I believe the 2013 Boxster is 9G1-317-015-05). They claim the valve bodies are OEM, but that the solenoids on them are not from ZF.
Couple of additional questions:
- Would only the specified part (9G1-317-015-05) function correctly or could let's say a 9G1-317-015-00 substitute if shenghaiautoparts sent it? Would it be safer to just buy a brand new 9G131701505 to avoid headaches?
- Is it typical for solenoid failures to be temperature-dependent and gradual/progressive in your experience?
- How likely is this to be from a leak (valve body gasket, input shaft, clutch pack, o-ring on EDS1)?
Thanks again for the help.
08-31-2021, 08:55 PM
#4
Rennlist Member
Not sure about this particular solenoid, but I used to work on Xerox machines long ago and they are full of solenoids. I have had instances where solenoids would start binding when they got warm. The plastic sleeve inside the coil would develop a bulge that would interfere with the plunger. Many of these would pull in fully, but they would be delayed by the bulging sleeve. Another possibility is that there is binding on one of the actuated components caused by heat making them more sticky. Lastly it could be a worn clutch. If the previous owner launched it all the time, the odd gear clutch plates are taking the brunt of the launch torque. You may be able to find a clutch from an auto yard. They are supposed to be pretty bulletproof so I wouldn't hesitate to go that route. They are replaceable, but Porshce just doesn't sell them (yet).
09-01-2021, 11:43 PM
#5
Three Wheelin'
Agree with BucketList, solenoids can stick for any number of reasons including swelling, unusual wear, and contamination. Anything that interferes with the actuator movement can be a problem. It's a crapshoot just replacing parts without more data. Pretty good odds a solenoid or valve body would fix it, but it's an educated guess, not an actual diagnosis. I've got a PIWIS so I'd run more tests first as I'd hate to shell out a grand and not fix it.
You do want to make sure you get the right valve body if you go that route. In 2013 Porsche introduced the Autostart feature and the valve bodies changed to include an additional check valve to maintain pressure when the engine switches off. If you need to confirm the PN you can see it stamped on the valve body with the bottom sump removed.
It could be a leak somewhere that is preventing pressure from building up but it's funny that it only shows on clutch 1. Another thing you could check with a PIWIS is real time readings comparing clutch 1 and clutch 2 pressure.
You do want to make sure you get the right valve body if you go that route. In 2013 Porsche introduced the Autostart feature and the valve bodies changed to include an additional check valve to maintain pressure when the engine switches off. If you need to confirm the PN you can see it stamped on the valve body with the bottom sump removed.
It could be a leak somewhere that is preventing pressure from building up but it's funny that it only shows on clutch 1. Another thing you could check with a PIWIS is real time readings comparing clutch 1 and clutch 2 pressure.
10-28-2021, 06:52 PM
#6
Track Day
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Agree with BucketList, solenoids can stick for any number of reasons including swelling, unusual wear, and contamination. Anything that interferes with the actuator movement can be a problem. It's a crapshoot just replacing parts without more data. Pretty good odds a solenoid or valve body would fix it, but it's an educated guess, not an actual diagnosis. I've got a PIWIS so I'd run more tests first as I'd hate to shell out a grand and not fix it.
You do want to make sure you get the right valve body if you go that route. In 2013 Porsche introduced the Autostart feature and the valve bodies changed to include an additional check valve to maintain pressure when the engine switches off. If you need to confirm the PN you can see it stamped on the valve body with the bottom sump removed.
It could be a leak somewhere that is preventing pressure from building up but it's funny that it only shows on clutch 1. Another thing you could check with a PIWIS is real time readings comparing clutch 1 and clutch 2 pressure.
You do want to make sure you get the right valve body if you go that route. In 2013 Porsche introduced the Autostart feature and the valve bodies changed to include an additional check valve to maintain pressure when the engine switches off. If you need to confirm the PN you can see it stamped on the valve body with the bottom sump removed.
It could be a leak somewhere that is preventing pressure from building up but it's funny that it only shows on clutch 1. Another thing you could check with a PIWIS is real time readings comparing clutch 1 and clutch 2 pressure.
The shop put in a new valve body, but they're getting P1872 and clutch 1 doesn't engage. They're recommending replacement the entire PDK.
Would you by chance be available for a consultation call sometime? Any help would be greatly appreciated! (your PM inbox is full)
Last edited by IDFB; 10-28-2021 at 08:45 PM.
10-29-2021, 01:21 PM
#7
I have asked this before, but it seems like there should be a specialist out there to repair the PDK, it's been in production since 2009.
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10-29-2021, 02:59 PM
#8
Three Wheelin'
Hi PV997. Thanks for the advice. Here's the follow-up.
The shop put in a new valve body, but they're getting P1872 and clutch 1 doesn't engage. They're recommending replacement the entire PDK.
Would you by chance be available for a consultation call sometime? Any help would be greatly appreciated! (your PM inbox is full)
The shop put in a new valve body, but they're getting P1872 and clutch 1 doesn't engage. They're recommending replacement the entire PDK.
Would you by chance be available for a consultation call sometime? Any help would be greatly appreciated! (your PM inbox is full)
The problem can only be in a few specific areas:
.
- The hydraulic circuit is malfunctioning (solenoid/valve body)
- The hydraulic circuit is getting bad commands (TCU and/or wiring to the PDK)
- A bad sensor or wiring is making the TCU think the hydraulic circuit is working improperly (pressure sensor)
- A mechanical failure in the hydraulic system (failed clutch or associated components)
Simply throwing parts at it is a bad and costly strategy and I wrote about the potential myriad of causes in my initial reply. Effective repair requires a systematic diagnosis using equipment that can read and strip chart sensor outputs, solenoid current's, etc. and correlate measurements with the observed behavior of the transmission. A PIWIS clone can do this, and some of the Autels also might be able to. Someone sharp needs to configure the test, review this data against the potential causes, and narrow it down to a likely cause. Apparently your shop either can't or won't do this and wants to throw parts at it, I get it as they aren't PDK experts. The valve body was the low-hanging fruit (though still not cheap) and that didn't work so now they want to give up. So you are going to have to find a shop that will dig into it, get educated and figure it out yourself, or bite the bullet and replace the transmission.
Apologies as I don't do consultations as this stuff is just a hobby for me, my goal is to crowd source as much info as possible and make it available for everyone. If you post more info here I'm happy to reply to it on this thread so it will also be available to others who may be dealing with similar issues.
10-29-2021, 03:12 PM
#9
Location would be helpful, I'm sure folks would be willing to loan a PIWIS. I'm in RVA and if you're somewhat close, would be willing to loan.
Alternatively, they aren't super expensive and are extremely helpful. Might just want to pick one up.
Cw
Alternatively, they aren't super expensive and are extremely helpful. Might just want to pick one up.
Cw
10-30-2021, 11:40 AM
#10
Three Wheelin'
Agree with cwheeler, there are many of us out here with PIWIS clones that might be able to help, I'm in Southern California. They aren't that expensive (compared to the cost of PDK) so you may want to consider buying one yourself. Check out this comment in another thread where I show some examples of strip-charted PDK data using a PIWIS clone. These were for the distance sensor but the same can be done with the other parameters I mention above.
https://rennlist.com/forums/997-foru...l#post16377799
That entire thread is a great example of the crowd sourcing model where folks put out their observations allowing others to think about what they read and build on it. No one is purporting to be an expert or trying to make a buck off it, but simply advancing group knowledge.
https://rennlist.com/forums/997-foru...s-clone-4.html
https://rennlist.com/forums/997-foru...l#post16377799
That entire thread is a great example of the crowd sourcing model where folks put out their observations allowing others to think about what they read and build on it. No one is purporting to be an expert or trying to make a buck off it, but simply advancing group knowledge.
https://rennlist.com/forums/997-foru...s-clone-4.html
10-30-2021, 01:09 PM
#11
Track Day
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Agree with cwheeler, there are many of us out here with PIWIS clones that might be able to help, I'm in Southern California. They aren't that expensive (compared to the cost of PDK) so you may want to consider buying one yourself. Check out this comment in another thread where I show some examples of strip-charted PDK data using a PIWIS clone. These were for the distance sensor but the same can be done with the other parameters I mention above.
https://rennlist.com/forums/997-foru...l#post16377799
That entire thread is a great example of the crowd sourcing model where folks put out their observations allowing others to think about what they read and build on it. No one is purporting to be an expert or trying to make a buck off it, but simply advancing group knowledge.
https://rennlist.com/forums/997-foru...s-clone-4.html
https://rennlist.com/forums/997-foru...l#post16377799
That entire thread is a great example of the crowd sourcing model where folks put out their observations allowing others to think about what they read and build on it. No one is purporting to be an expert or trying to make a buck off it, but simply advancing group knowledge.
https://rennlist.com/forums/997-foru...s-clone-4.html
PV997 - good point on the 4 possible specific points of failure and the need for charted data from a PIWIS - I'll ask the shop for data charts. It's still perplexing that the error code is now "P1872: Data record for HYTI synchronisation invalid (HYTI = Hydraulic Teach In)", which is listed in the PDK t-shoot doc as a software fault. P1872 was not present before the valve body replacement. The previous error code "P17B1: Clutch fault (activation pressure implausible on clutch 1)" that correlated to the original EDS1 failure diagnosis is no longer active since the new valve body was placed.
Questions:
- Any thoughts on P1872 (Data record for HYTI synchronisation invalid)? I couldn't find any information on this other than it being mentioned once in the PDK t-shoot doc.
- With P1872 being the only active code, is it fair to say that the TCU now thinks that there is no fault with the hydraulic system? If it's still a hydraulic problem, how likely is it for one of the four sources to manifest this way? (we can rule out valve body since that's new)
- If it could be software related, is it possible that a different version of PIWIS than what the shop has is required to program/calibrate a 2013 981 after valve body replacement?
- Besides pressure sensor values, solenoid current, & PDK fluid temperature, what other charts may be helpful if posted here?
10-30-2021, 09:44 PM
#12
Three Wheelin'
You can capture the speed sensors also as that may help show clutch slippage.
But before you do any of that, did they use the PIWIS for the fill procedure (important to remove air)? Also did they perform a PDK calibration with the PIWIS after the fill? That new valve body won't be exactly the same as the old one so a calibration is almost certainly required. We've seen the HYTI error before after replacing a distance sensor and it was related to having a bad calibration.
With this new info my suspicion is that the clutch 1 issue may now be resolved (from the new valve body) but instead you now have a calibration issue. In short, the TCU still has configuration values generated with the old valve body and they are incompatible with the new unit. Those old values have to be cleared out to get things working.
As long as their PIWIS has the 991/981 menus I would think it should be fine, the PIWIS2 clones that are out there work up through MY 2017 or so. You should not need to update software but possibly just clear the adaptation tables and calibrate the PDK. Amet (good guy who has a shop in the UAE) and I discussed this over in the PDK repair thread and we both believe this is done by using the "calibration after part replacement" option on the PIWIS. The "after part replacement" part is important as there's two different types of calibrations, but only one of them seems to fully clear the old tables.
BTW, if you look up P1872 in the Porsche PDK flow diagrams (SF5 - software faults) it also says perform "calibration after part replacement". So we got that going for us, which is nice.
But before you do any of that, did they use the PIWIS for the fill procedure (important to remove air)? Also did they perform a PDK calibration with the PIWIS after the fill? That new valve body won't be exactly the same as the old one so a calibration is almost certainly required. We've seen the HYTI error before after replacing a distance sensor and it was related to having a bad calibration.
With this new info my suspicion is that the clutch 1 issue may now be resolved (from the new valve body) but instead you now have a calibration issue. In short, the TCU still has configuration values generated with the old valve body and they are incompatible with the new unit. Those old values have to be cleared out to get things working.
As long as their PIWIS has the 991/981 menus I would think it should be fine, the PIWIS2 clones that are out there work up through MY 2017 or so. You should not need to update software but possibly just clear the adaptation tables and calibrate the PDK. Amet (good guy who has a shop in the UAE) and I discussed this over in the PDK repair thread and we both believe this is done by using the "calibration after part replacement" option on the PIWIS. The "after part replacement" part is important as there's two different types of calibrations, but only one of them seems to fully clear the old tables.
BTW, if you look up P1872 in the Porsche PDK flow diagrams (SF5 - software faults) it also says perform "calibration after part replacement". So we got that going for us, which is nice.
Last edited by PV997; 10-30-2021 at 10:54 PM.
10-31-2021, 01:41 AM
#13
Once again, thanks for being here PV997!!!
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10-31-2021, 12:06 PM
#14
Three Wheelin'
Thanks Wayne, it turns out annoyance with Porsche's tactics is a powerful motivator.
@IDFB - Thinking a bit more about the PIWIS software version, that's probably worth following up. The clones out there that have been successful in this regard are PIWIS2 models with SW version 18.150.500. I don't think there's anything special about that particular version but if the shop's PIWIS is way behind that it could be an issue.
@IDFB - Thinking a bit more about the PIWIS software version, that's probably worth following up. The clones out there that have been successful in this regard are PIWIS2 models with SW version 18.150.500. I don't think there's anything special about that particular version but if the shop's PIWIS is way behind that it could be an issue.
10-31-2021, 01:45 PM
#15
Track Day
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Thanks Wayne, it turns out annoyance with Porsche's tactics is a powerful motivator.
@IDFB - Thinking a bit more about the PIWIS software version, that's probably worth following up. The clones out there that have been successful in this regard are PIWIS2 models with SW version 18.150.500. I don't think there's anything special about that particular version but if the shop's PIWIS is way behind that it could be an issue.
@IDFB - Thinking a bit more about the PIWIS software version, that's probably worth following up. The clones out there that have been successful in this regard are PIWIS2 models with SW version 18.150.500. I don't think there's anything special about that particular version but if the shop's PIWIS is way behind that it could be an issue.
The t-shoot doc also mentions doing an engine torque loss adaptation before doing the calibration - have others seen a benefit to doing this?
Last edited by IDFB; 11-04-2021 at 12:36 AM.