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...looks like I got the new transfer case with the GNC coated plates mentioned in the manufacturer communication MC-10145566-9999.pdf. Fingers crossed that this resolves the issue...
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From what I have seen, annual or every 15k-20k fluid changes would be the real resolution to the problem. In a former life, I was a Honda service advisor and the CR-V has a similar transfer case clutch system (minus the electronics) and they had specified 105k miles between fluid changes. In reality, fluid changes every 15k to 20k kept the clutch packs working for well over 250k miles. Every fluid in a car wears out, this one included.
Hi.. I just purchased a 2011 S and I think that I might have the transfer case issue too. I’ve only had it 3 weeks and had to take it back twice. I asked them to check the transfer case and they said it was ok, but I’m not convinced. I have the icarsoft por II diagnostic tool. How do I find the transfer case part/ID number? Im new to the diagnostic tool. I’m keen to check if it’s one of the ones mentioned in the PDF.
i believe the only way to find the TC part number is on the case sticker itself. You can find it with a mirror and a flashlight on the top of the TC, slightly forward of the flange.
After having one of these apart, I'm not sure why they fail so often. Its a pretty simple assembly. They are not massively robust like a heavy duty TC from a F450 or something would be, but there don't seem to be any massive apparent weaknesses either.
I used to worry extensively about the TC, but after rebuilding it, its not a big deal. Any decent indy should be able to have this thing rebuilt for you in one day, at a cost of less than $1,500, parts and labor.
Hi.. I just purchased a 2011 S and I think that I might have the transfer case issue too. I’ve only had it 3 weeks and had to take it back twice. I asked them to check the transfer case and they said it was ok, but I’m not convinced. I have the icarsoft por II diagnostic tool. How do I find the transfer case part/ID number? Im new to the diagnostic tool. I’m keen to check if it’s one of the ones mentioned in the PDF.
hook up the icarsoft to a pc via its usb cable
Start with updating the iCarsoft software , it will check for new version once you click on the desktop icon and the little screen comes up with the start dialogue , click update " that would be for the desktop software" , if there is any it will self install and once finished click on the desktop icon again and see if there is also an update for the diagnostic software by comparing the installed version to the available version.
take the iCarsoft to the car , plug it in in the OBD port, ignition key is on but engine off " if you have a battery maintainer plug it to the battery first" just not to drain the battery if you spend too much time playing with the icarsfot like me .
in the main menu click on the POR icon and choose your car from the menu , then do an auto scan for available modules, once that is done go to AWD using the down arrow , click on AWD , then general
" or information just recalling from memory" and you can find all kind of information such as wear integrator ...etc , look for the software and hardware versions .
hope that helps, if not i can do a step by step when i am at home in few days.
awesome, thanks that does help. I had a play yesterday with the tool but I think I need to update it. I'll do that and then have another play and see what I can find.
awesome, thanks that does help. I had a play yesterday with the tool but I think I need to update it. I'll do that and then have another play and see what I can find.
I hope you got the software version 1150 and the new GNC coated discs. will have to wait for mine to fail again lol.
Another idea is to monitor the wear integrator values " discs and oil " , the old TC i had showed more values " or maybe the latest icarsoft software is the culprit" under the disc integrator /s . now it looks like there are codes instead. did not research these yet.
just the oil " V40 is now showing 3 KWh after 6242 km in service.
Hi,
My 2012 CTT is at the dealer now for its transfer case and engine oil leak repair. It is currently under aftermarket warranty. Hopefully the warranty company won't try to deny it. I am sure they will find whatever loop hole there is.
Anyone know what is the latest transfer case for the Turbo? They all the same for the Base, S, Turbo?
958-341-011-JX?
958-341-011-LX?
I tried looking up the catalogs for what parts supersedes what, but I am confused!
Porsche Parts catalogs are not the easiest to understand especially with the various model years and part numbers.
Based on the analysis I did when my '14 Base transfer case was replaced, the second half of the transfer case numbering (the numbers after 958-341) is segmented by a mix of model/build codes (related to engine cc/power specs) and model year. It feels like they came up with a set of numbers to match the initial set of build codes and as they issued revisions to the parts as the engine specs changed over the years or design improvements to parts were made, the number series branched out - so the only folks who can confirm a match between part number and VIN are then folks with access to the Porsche parts network.
Having said that, there are a few patterns you can infer from the catalog that one can download currently from the Porsche site (its from July 2018 and already out of date at least for transfer cases). Twin turbos either fall under DT1 (382kw) or D58 (368kw) for most of the transfer case part numbers. Not sure what the 2012 CTT power output is but you can zero in by matching the power output of the 2012 CTT to either of those categories.
For the DT1 , the parts catalog indicates 958-341-012-04 or DX (not sure of the difference between 04 and DX - the catalog details are the same for both). Both of these seem to be superseded by 958-341-012-05 and EX respectively.
For the D58, the last number on the catalog is 952-341-010-08 or HX - its very likely that there is a newer part out there but the 952-341-010 series is confusing as it has a number of discontinued models for the D34 (base v6) that are not for the CTT.
Once you get your CTT back from service, you can check the software version on the transfer case - the latest GNC cases have a software version ending in 1150..
I put the tool on and it looks like I have the old software and the old TC. Yesterday I reversed out of a parking space and then tried to quickly move away in first. The car didnt move and made a terrible "grinding" noise. Moved to Neutral and then back to drive and it works fine. I have the car booked into a transmission specialist tomorrow, so will see what come of it. Luckily I purchased an extended warranty when I bought the car!
My SA told me that the transfer case will be never replaced again when I got my 2013 S out from my local Porsche dealership yesterday. I certainly hope so.
That was the THIRD time to replace the transfer case for my 2013 S. This time, it came with a new ("designed") vent line. The first time was in 30,000 miles, the second one was in 46,000 miles, and the third one was in 78,500 miles. I did not know if I needed to and never replaced the transfer case fluid before. When I asked if I need to regularly replace the transfer case fluid yesterday, my SA told me - "No", "Not needed". I guess it still is the guideline from the Porsche.
I have 24 month warranty this time. I probably need to make a decision to keep it or look for other vehicles within the time frame.
Change the fluid - this is common sense solution regardless of what any SA says. They are just a re-branded sales rep.
Sure.
Just wonder why the manufacture has NOT recommended the regular transfer case fluid change? They got to have some reasons to explain "no fluid change needed" recommendation!!
06-25-2019, 07:51 PM
