Cayman 718 GPF Failure
- Thread starter Wrightrubber
- Start date
Hi Guys & Girls
Without prejudice
Are Dealers are still insisting that we have to pay for this manufacturing defect on these cars.
Let's, revisit Paul's post last year, that explained how far the Dealer and Porsche had gone to try and fix this Ash issue on his car, even after all these parts had been fitted.
His post went out on the 23rd July last year, page 32, you can have a look yourselves.
This is the text of the post if you can't get on to our forum.
1.
Without Prejudice
Well it’s been at least a month since I last posted and there has been a lot going on so I feel I owe you all an update.
Just as a recap the start of my GPF nightmare started over a year ago after the light we all fear came on after a days driving enjoying my car with my wife.
A week later I had the you need to pay £8 to £9k call to fix your car as the GPF is 100% full.
I am fortunate enough that my GTS Boxster is a 2nd car and only used at weekends for days out and weekends away which normally entails journeys of 40 to 100 miles each way minimum.
I had only had the car since March 2024 and driven around 1200 miles.
So after the normal 3 month arm wrestle my 1st exchange GPF was fitted and I insisted that I didn’t believe this was the root cause and wanted 4 further VAL tests completed over a period of a year which the OPC agreed too otherwise I was going to reject the car.(my car showed the GPF to be 78% full when I purchased it on a 2019 car with 11200 miles from new)
After 500 miles and me logging my journeys it went back in and was at 29% full… we agreed a further period of driving and 300 miles later in Jan 2025 it went back in and was at over 40%.
Like most people it had taken me a long time to find my perfect spec car and I just wanted it fixed.
So jumping forward to July 2025 my car was still in the OPC trying to be fixed after 7 months. I must say at this point the OPC have been fully supportive and we had regular calls and quite a few face to face interactions. I wouldn’t however have the same level of praise for Porsche GB Reading, and TBH there customer interaction and service levels don’t represent a premium brand in my opinion/experience.
Sadly I have now thrown in the towel and rejected my car but continue my journey with Porsche in a 2021 Boxster GTS 4.0..
My old car is still not fixed and as far as I am aware been trailered off to Reading for further diagnosis and testing.
So in summary the following work was completed in the last year.
3 x replacement GPF(2 brand new/1 exchange)
2 x Differential pressure sensors
1 x DME (Computer/Car Brains)
1 x Oil separator
1 x engine strip down and check
1 x replacement turbo
1 x replacement engine
But sadly no software investigations as far as I am aware.
I am sure there are other bits I have missed and as well as a number of live road VAl tests completed.
Lessons to be learnt -
Work with your OPC - unfortunately it feels to me like they have their hands tied and have to follow what they are told to do.. they have all the responsibility and unfortunately none of the power.
Before you buy any modern car don’t just ask about FSH, ask for the VAL report and check the GPF or even DPF report.. if you feel it’s too high compared to the mileage walk away..
I am no expert but based on my experiences my rule of thumb is 1% ash fill for every 1000 miles.
Please feel free to ask questions I will try and help and support and share my knowledge and experience.
On a final note to the Club and your lack of support for you members, for whatever reason…..
Very disappointing and could try a lot harder…
Well there we are, the car was eventually bought back by the Dealer, because they couldn't fix this issue, ash coming back at an unacceptable level.
Hi car never left the workshop, and he never took it home.
Dave
Without prejudice
Are Dealers are still insisting that we have to pay for this manufacturing defect on these cars.
Let's, revisit Paul's post last year, that explained how far the Dealer and Porsche had gone to try and fix this Ash issue on his car, even after all these parts had been fitted.
His post went out on the 23rd July last year, page 32, you can have a look yourselves.
This is the text of the post if you can't get on to our forum.
1.
Without Prejudice
Well it’s been at least a month since I last posted and there has been a lot going on so I feel I owe you all an update.
Just as a recap the start of my GPF nightmare started over a year ago after the light we all fear came on after a days driving enjoying my car with my wife.
A week later I had the you need to pay £8 to £9k call to fix your car as the GPF is 100% full.
I am fortunate enough that my GTS Boxster is a 2nd car and only used at weekends for days out and weekends away which normally entails journeys of 40 to 100 miles each way minimum.
I had only had the car since March 2024 and driven around 1200 miles.
So after the normal 3 month arm wrestle my 1st exchange GPF was fitted and I insisted that I didn’t believe this was the root cause and wanted 4 further VAL tests completed over a period of a year which the OPC agreed too otherwise I was going to reject the car.(my car showed the GPF to be 78% full when I purchased it on a 2019 car with 11200 miles from new)
After 500 miles and me logging my journeys it went back in and was at 29% full… we agreed a further period of driving and 300 miles later in Jan 2025 it went back in and was at over 40%.
Like most people it had taken me a long time to find my perfect spec car and I just wanted it fixed.
So jumping forward to July 2025 my car was still in the OPC trying to be fixed after 7 months. I must say at this point the OPC have been fully supportive and we had regular calls and quite a few face to face interactions. I wouldn’t however have the same level of praise for Porsche GB Reading, and TBH there customer interaction and service levels don’t represent a premium brand in my opinion/experience.
Sadly I have now thrown in the towel and rejected my car but continue my journey with Porsche in a 2021 Boxster GTS 4.0..
My old car is still not fixed and as far as I am aware been trailered off to Reading for further diagnosis and testing.
So in summary the following work was completed in the last year.
3 x replacement GPF(2 brand new/1 exchange)
2 x Differential pressure sensors
1 x DME (Computer/Car Brains)
1 x Oil separator
1 x engine strip down and check
1 x replacement turbo
1 x replacement engine
But sadly no software investigations as far as I am aware.
I am sure there are other bits I have missed and as well as a number of live road VAl tests completed.
Lessons to be learnt -
Work with your OPC - unfortunately it feels to me like they have their hands tied and have to follow what they are told to do.. they have all the responsibility and unfortunately none of the power.
Before you buy any modern car don’t just ask about FSH, ask for the VAL report and check the GPF or even DPF report.. if you feel it’s too high compared to the mileage walk away..
I am no expert but based on my experiences my rule of thumb is 1% ash fill for every 1000 miles.
Please feel free to ask questions I will try and help and support and share my knowledge and experience.
On a final note to the Club and your lack of support for you members, for whatever reason…..
Very disappointing and could try a lot harder…
Well there we are, the car was eventually bought back by the Dealer, because they couldn't fix this issue, ash coming back at an unacceptable level.
Hi car never left the workshop, and he never took it home.
Dave
I wouldn’t hang about Dave. Go straight to the authorities and report your findings. I understand that some may be in negotiations with dealers but they will dig their heels in and eventually start to say no to everything. At least if the issue is logged with the authorities then they are aware of it, and we know how long it takes to do investigation work.
Dan.
Dan.
Was Paul's car resold by the dealer?
Hi Dan, and 911Hillclimber.
We will be speaking to the Trading Standards people regarding the fact that the Dealers are refusing to carry out the correct diagnosis on a vehicle that is showing electronically that the GPF filter is at 100%.
The fact that our Dealers are using this electronic reading to condemn these filters without checking for back pressure is very suspect.
Regarding Paul's old car, yes its been resold, but we do have the original registration number and chassis number, its in our database.
We have at the moment 3 cars that require a new GPF, at a cost of over 9K. We have asked the Dealers to carry out a back pressure check, only one car is booked in, will update you if it gets done.
Enclose this information for your attention, it just highlights the need for more thorough diagnosis when faced with a suspected blocked GPF.
The motor trade recognized diagnostic path for a suspected blocked Gasoline Particulate Filter (GPF), often referred to as a Petrol Particulate Filter (PPF) or Operating Particulate Filter (OPF), focuses on distinguishing between sensor faults and genuine soot/ash accumulation, followed by forced regeneration or replacement. Because GPFs operate at higher temperatures than diesel filters, they often self-regenerate; therefore, a blockage is frequently triggered by short, city-based driving or faulty exhaust pressure sensors.
1. Initial Diagnostic Scan (OBD-II)
2. Physical Inspection
3. Verification & Diagnostic Test
4. Remedy Action
Common Causes & Symptoms in Trade Practice
Points to note:
1. Initial Diagnostic Scan (OBD-11)
We have none of these codes, no pressure, no soot, no sensor codes.
2. Physical Inspection
Because we are not checking for back pressure, the Dealers are assuming that the GPF is definitely blocked.
The only way you can check the GPF core, is to disconnect the rear GPF pipe flange, and check with a very long camera extension.
3. Verification & Diagnostic.
Regarding forced and driving regeneration, this can be done to get rid of soot, but not ash if its physically present in the GPF.
4. Remedy Action
They say they are dealing with Ash, because when they check a GPF thats at 100% and the fault code P242F is present, no soot values are seen electronically.
When these GPF filters or the differential pressure sensors are replaced, they cannot reset the basic setting due to the car not having the adaptation function fitted.
5. Common Causes & Symptoms in Trade Practice
We don't have any issues with reduced power or unusually high fuel consumption.
We do have an issue with the soot regeneration light / message, we never see it, even though the Dealers are saying the GPF is blocked, so were is all the soot going, and why isn't the light / message coming on.
Dont forget we had one of our cars that had covered over 10 thousand miles with the original GPF, that had the DTC P242F, we recorded lots of Ash % checks, and no significant soot was ever recorded. This cars ash values fluctuated between 80 to 100%, over the milege covered.
Regarding the wrong oil being used, this would only be critical if the GPF filters were actually blocked, which they are not.
AND THIS WOULD BE CONFIRMED BY CARRYING OUT A SIMPLE BACK PRESSURE CHECK.
Dave
We will be speaking to the Trading Standards people regarding the fact that the Dealers are refusing to carry out the correct diagnosis on a vehicle that is showing electronically that the GPF filter is at 100%.
The fact that our Dealers are using this electronic reading to condemn these filters without checking for back pressure is very suspect.
Regarding Paul's old car, yes its been resold, but we do have the original registration number and chassis number, its in our database.
We have at the moment 3 cars that require a new GPF, at a cost of over 9K. We have asked the Dealers to carry out a back pressure check, only one car is booked in, will update you if it gets done.
Enclose this information for your attention, it just highlights the need for more thorough diagnosis when faced with a suspected blocked GPF.
The motor trade recognized diagnostic path for a suspected blocked Gasoline Particulate Filter (GPF), often referred to as a Petrol Particulate Filter (PPF) or Operating Particulate Filter (OPF), focuses on distinguishing between sensor faults and genuine soot/ash accumulation, followed by forced regeneration or replacement. Because GPFs operate at higher temperatures than diesel filters, they often self-regenerate; therefore, a blockage is frequently triggered by short, city-based driving or faulty exhaust pressure sensors.
1. Initial Diagnostic Scan (OBD-II)
- Retrieve DTCs:Use a diagnostic scan tool (e.g., Snap-on) to look for GPF-specific codes, such as:
- 34D909: High Soot Load Detected.
- 1A280E / 1A280C: PPF (GPF) Pressure Too High.
- 1A2818: Regeneration Interruption.
- P2452 / P2002: Pressure Sensor Circuit or Efficiency below threshold.
- Live Data Analysis: Check "PPF Backpressure" and "Soot Load" values. A high differential pressure reading at idle or during light load indicates a blockage.
2. Physical Inspection
- Sensor Inspection: Inspect pressure sensor pipes for blockages, damage, or moisture. A clogged or leaking pipe can prevent proper sensor readings, causing the ECU to fail to trigger regeneration.
- Borescope Inspection: If the GPF is suspected to be physically damaged or melted (not just blocked), use a borescope (e.g., Snap-on BK700) through a sensor port to check for honeycomb monolith damage.
3. Verification & Diagnostic Test
- Physical InspectionStationary): Use a diagnostic tool to perform a "Service Regeneration" or "Forced Regeneration" to clear minor to moderate blockages.
- Active Driving Test: Perform a "driving regeneration" procedure, where the vehicle is driven at higher loads to increase exhaust temperature to ~600°C to oxidize the soot.
- Differential Pressure Sensor Check: Using a Mityvac or similar tool, apply pressure to the sensor and verify it matches the Live Data in the diagnostic tool to rule out a faulty sensor.
4. Remedy Action
- Clean/Replace: If the soot load cannot be reduced, the filter may require professional off-car cleaning or replacement.
- Initialisation: If the GPF is replaced, you must perform the "Petrol Particulate Filter: Initial Operation" (functional test) on the diagnostic scanner to reset the soot accumulation counter, or the new filter will instantly trigger a warning light.
Common Causes & Symptoms in Trade Practice
- Symptoms: Warning lights, Reduced power/Limp mode, Start-stop function not working, Unusually high fuel consumption.
- Common Cause: Excessive short trips where the engine never reaches optimum operating temperature.
- Wrong Oil: Using oil that does not meet the manufacturer's low-SAPS (Sulphated Ash, Phosphorus, and Sulphur) specification can permanently block the GPF, making it impossible to regenerate.
Points to note:
1. Initial Diagnostic Scan (OBD-11)
We have none of these codes, no pressure, no soot, no sensor codes.
2. Physical Inspection
Because we are not checking for back pressure, the Dealers are assuming that the GPF is definitely blocked.
The only way you can check the GPF core, is to disconnect the rear GPF pipe flange, and check with a very long camera extension.
3. Verification & Diagnostic.
Regarding forced and driving regeneration, this can be done to get rid of soot, but not ash if its physically present in the GPF.
4. Remedy Action
They say they are dealing with Ash, because when they check a GPF thats at 100% and the fault code P242F is present, no soot values are seen electronically.
When these GPF filters or the differential pressure sensors are replaced, they cannot reset the basic setting due to the car not having the adaptation function fitted.
5. Common Causes & Symptoms in Trade Practice
We don't have any issues with reduced power or unusually high fuel consumption.
We do have an issue with the soot regeneration light / message, we never see it, even though the Dealers are saying the GPF is blocked, so were is all the soot going, and why isn't the light / message coming on.
Dont forget we had one of our cars that had covered over 10 thousand miles with the original GPF, that had the DTC P242F, we recorded lots of Ash % checks, and no significant soot was ever recorded. This cars ash values fluctuated between 80 to 100%, over the milege covered.
Regarding the wrong oil being used, this would only be critical if the GPF filters were actually blocked, which they are not.
AND THIS WOULD BE CONFIRMED BY CARRYING OUT A SIMPLE BACK PRESSURE CHECK.
Dave
Hi Guys & Girls
Without prejudice
We are still struggling to get our Dealers to carry out a basic back pressure check on our cars that require the new modified filter fitting.
This would definitely confirm that their diagnosis is 100% correct.
We have been monitoring one of our vehicles thats had the new modified filter fitted, unfortunately its down South so I can't get to the car easily.
We have the GPF report from when the car was diagnosed by the Porsche Dealer, the ash was at 100%, no soot recorded and the differential pressure sensor reading was 2.32 hPa.
After 5 months the ash was at 45% and the sensor reading was 2.32hPa.
The next ash test was done at 8.5 months, and it was at 48%, and unbelievably the sensor reading was 2.32 hPa.
So doing a bit more research using the information above, and added some more information we have found along the way, this is what came back.
Search text.
Can a faulty air mass reading affect a vehicle with a gpf and cause dtc p242f ash load exceed, but on investigation the differential pressure sensor is recording low pressure.could it then affect a new gpf filter thats just been fitted.Would it affect the algorithm program within the dme software, no soot was present in the original gpf and not in the new gpf. Also a differential pressure sensor reading of 2.32 is seen on both gpf data reports, one at the 100% ash level and again at the 48% ash level on the replacement GPF. The differential pressure sensor was changed before the new GPF was replaced.
Yes, a faulty Mass Air Flow (MAF) sensor can absolutely trigger a P242F (Ash Load Exceed) code, even if the Gasoline Particulate Filter (GPF) is actually clean or new.
Based on your description, the issue is not a blocked filter, but a faulty calculation within the Engine Management System (DME/ECU).
Here is the breakdown of why this is happening and how it affects your vehicle:
1. Can a faulty Air Mass reading cause P242F?
Yes. The DME calculates soot/ash loading based on, among other things, the mass of air entering the engine (MAF sensor) and the calculated fuel consumption. If the MAF sensor sends an incorrect, low, or erratic signal, the engine may run incorrectly, causing the algorithm in the DME to overestimate the soot production, or, more commonly, it can interfere with the regeneration cycle.
2. Why the Differential Pressure Sensor is Reading Low (2.32).
A "Ghost" Fault: When the P242F is triggered due to a sensor fault rather than a physical blockage, the differential pressure sensor often reads low (near 0 or 2.32 hPa) because the exhaust is flowing freely.
Constant Reading: Seeing the same 2.32 reading at 100% and 48% ash load suggests the sensor is not accurately reflecting the actual backpressure. If the differential pressure sensor was changed but the fault remained, the issue lies further upstream (e.g., the DME's internal calculation, MAF sensor, or a software calibration issue).
3. Effect on a New GPF
If the faulty MAF sensor or associated DME software continues to send improper signals, it can prevent the vehicle from performing necessary passive or active regeneration, potentially causing a new GPF to become clogged or damaged
4. Impact on DME Algorithm
Mileage/Calculation Based: As shown in similar, this code is often triggered by a mileage-based countdown or a calculated ash load rather than a physical measurement.
Reset Procedure Required:
If a new GPF is fitted, the DME software must be told a new filter is installed (using a tool like ISTA or similar diagnostic equipment). If you did not reset the "new GPF/DPF" learned value, the ECU will still think the old, blocked filter is in place, causing the code to return.
Recommended Next Steps
Reset DPF/GPF Adaptation Values: Use a professional-grade scan tool to reset the GPF/DPF adaptation to "New" and clear the adaptive, calculated soot/ash levels.
Monitor/Test MAF Sensor: Check the air mass readings in real-time. If they are out of range or sluggish, replace the MAF.
Check for Software Updates: Some P242F issues are resolved by a flash update to the DME software to correct the faulty calculation.
The reason I asked this question regarding a faulty air mass reading, is I have found a similar issue on a Dodge Ram vehicles 2019 to 2022.
These vehicles had issues regarding DTC P242F ash load exceeded.
It was found that aftermarket air filters were deforming, causing a severe reduction of air flow into the engine.
Fitting the dealer air filter fixed this issue.
So it got me thinking, we had a recall carried out on our cars in 2022 concerning the side air ducts having to have a grill fitted inside.
The recall number was WMHY, it was to stop debris being sucked into the air ducts and then on into the air filter.
This recall was for vehicles 2017 to 2022 Boxster and Cayman 718 cars.
Another factor that may not help, is the air filter replacement time is 6 years, 60 K, this is the same on VW vehicles.
Could it be that these cars have been suffering from restricted air flow through the MAF, caused by debris hitting the air cleaner, then its taken along time in years for the air filters to be replaced. Six years is far to long.
I do remember when we changed 718 air filters at the Porsche independent workshop I ran years ago, we always found lots of leaves inside the air filter box, not thinking this could be a possible issue later on.
I used to fit Zunsport side vent grilles, to these cars before this Porsche recall came out.
We have been trying to find out why this ash fault is happening to these cars for nearly 3 years now, but we know for certain its not the GPF filters.
We have had no help from Porsche and their dealers, no contact from the Technical Department, and the fact that they refuse to do a back pressure check, is not helping.
Any feedback would be appreciated, its just a theory of mine at the moment.
Dave
Without prejudice
We are still struggling to get our Dealers to carry out a basic back pressure check on our cars that require the new modified filter fitting.
This would definitely confirm that their diagnosis is 100% correct.
We have been monitoring one of our vehicles thats had the new modified filter fitted, unfortunately its down South so I can't get to the car easily.
We have the GPF report from when the car was diagnosed by the Porsche Dealer, the ash was at 100%, no soot recorded and the differential pressure sensor reading was 2.32 hPa.
After 5 months the ash was at 45% and the sensor reading was 2.32hPa.
The next ash test was done at 8.5 months, and it was at 48%, and unbelievably the sensor reading was 2.32 hPa.
So doing a bit more research using the information above, and added some more information we have found along the way, this is what came back.
Search text.
Can a faulty air mass reading affect a vehicle with a gpf and cause dtc p242f ash load exceed, but on investigation the differential pressure sensor is recording low pressure.could it then affect a new gpf filter thats just been fitted.Would it affect the algorithm program within the dme software, no soot was present in the original gpf and not in the new gpf. Also a differential pressure sensor reading of 2.32 is seen on both gpf data reports, one at the 100% ash level and again at the 48% ash level on the replacement GPF. The differential pressure sensor was changed before the new GPF was replaced.
Yes, a faulty Mass Air Flow (MAF) sensor can absolutely trigger a P242F (Ash Load Exceed) code, even if the Gasoline Particulate Filter (GPF) is actually clean or new.
Based on your description, the issue is not a blocked filter, but a faulty calculation within the Engine Management System (DME/ECU).
Here is the breakdown of why this is happening and how it affects your vehicle:
1. Can a faulty Air Mass reading cause P242F?
Yes. The DME calculates soot/ash loading based on, among other things, the mass of air entering the engine (MAF sensor) and the calculated fuel consumption. If the MAF sensor sends an incorrect, low, or erratic signal, the engine may run incorrectly, causing the algorithm in the DME to overestimate the soot production, or, more commonly, it can interfere with the regeneration cycle.
2. Why the Differential Pressure Sensor is Reading Low (2.32).
A "Ghost" Fault: When the P242F is triggered due to a sensor fault rather than a physical blockage, the differential pressure sensor often reads low (near 0 or 2.32 hPa) because the exhaust is flowing freely.
Constant Reading: Seeing the same 2.32 reading at 100% and 48% ash load suggests the sensor is not accurately reflecting the actual backpressure. If the differential pressure sensor was changed but the fault remained, the issue lies further upstream (e.g., the DME's internal calculation, MAF sensor, or a software calibration issue).
3. Effect on a New GPF
If the faulty MAF sensor or associated DME software continues to send improper signals, it can prevent the vehicle from performing necessary passive or active regeneration, potentially causing a new GPF to become clogged or damaged
4. Impact on DME Algorithm
Mileage/Calculation Based: As shown in similar, this code is often triggered by a mileage-based countdown or a calculated ash load rather than a physical measurement.
Reset Procedure Required:
If a new GPF is fitted, the DME software must be told a new filter is installed (using a tool like ISTA or similar diagnostic equipment). If you did not reset the "new GPF/DPF" learned value, the ECU will still think the old, blocked filter is in place, causing the code to return.
Recommended Next Steps
Reset DPF/GPF Adaptation Values: Use a professional-grade scan tool to reset the GPF/DPF adaptation to "New" and clear the adaptive, calculated soot/ash levels.
Monitor/Test MAF Sensor: Check the air mass readings in real-time. If they are out of range or sluggish, replace the MAF.
Check for Software Updates: Some P242F issues are resolved by a flash update to the DME software to correct the faulty calculation.
The reason I asked this question regarding a faulty air mass reading, is I have found a similar issue on a Dodge Ram vehicles 2019 to 2022.
These vehicles had issues regarding DTC P242F ash load exceeded.
It was found that aftermarket air filters were deforming, causing a severe reduction of air flow into the engine.
Fitting the dealer air filter fixed this issue.
So it got me thinking, we had a recall carried out on our cars in 2022 concerning the side air ducts having to have a grill fitted inside.
The recall number was WMHY, it was to stop debris being sucked into the air ducts and then on into the air filter.
This recall was for vehicles 2017 to 2022 Boxster and Cayman 718 cars.
Another factor that may not help, is the air filter replacement time is 6 years, 60 K, this is the same on VW vehicles.
Could it be that these cars have been suffering from restricted air flow through the MAF, caused by debris hitting the air cleaner, then its taken along time in years for the air filters to be replaced. Six years is far to long.
I do remember when we changed 718 air filters at the Porsche independent workshop I ran years ago, we always found lots of leaves inside the air filter box, not thinking this could be a possible issue later on.
I used to fit Zunsport side vent grilles, to these cars before this Porsche recall came out.
We have been trying to find out why this ash fault is happening to these cars for nearly 3 years now, but we know for certain its not the GPF filters.
We have had no help from Porsche and their dealers, no contact from the Technical Department, and the fact that they refuse to do a back pressure check, is not helping.
Any feedback would be appreciated, its just a theory of mine at the moment.
Dave
Hi Dave
Without Prejudice
More great detailed information, which will i am sure, eventually prove that these dealers are misdiagnosing these cars.
How long is this going to go on? Has the club had an official response from Porsche Technical about a meeting?
Regards
Mark
Without Prejudice
More great detailed information, which will i am sure, eventually prove that these dealers are misdiagnosing these cars.
How long is this going to go on? Has the club had an official response from Porsche Technical about a meeting?
Regards
Mark
Hi Mark,
Thanks for your reply, will catch-up with John and let you know, just checked views we are at 147K at the moment.
We had some good news last week another GPF paid for by Porsche which is more like it.
Hopefully they will cover the other cars that have this manufacturing defect 100% ash, light on etc.
We are getting them authorised, alot quicker then we did with yours, infact you were the first one, page 5 on the forum.
Just shows you that we are getting more information thats crucial to getting to the end of this.
Afterall we are trying to save Porsche money, and trying to keep our owners in these cars.
There is nothing out there that can compare with these cars, I don't understand why Porsche are trying to distance themselves from this problem.
Its their problem afterall.
Dave
Thanks for your reply, will catch-up with John and let you know, just checked views we are at 147K at the moment.
We had some good news last week another GPF paid for by Porsche which is more like it.
Hopefully they will cover the other cars that have this manufacturing defect 100% ash, light on etc.
We are getting them authorised, alot quicker then we did with yours, infact you were the first one, page 5 on the forum.
Just shows you that we are getting more information thats crucial to getting to the end of this.
Afterall we are trying to save Porsche money, and trying to keep our owners in these cars.
There is nothing out there that can compare with these cars, I don't understand why Porsche are trying to distance themselves from this problem.
Its their problem afterall.
Dave
Hi Guys & Girls
Found some information regarding testing air flow through a Mass Air Flow sensor
Checking if a Mass Air Flow (MAF) sensor is measuring air correctly involves
monitoring its live data with an OBD2 scanner, performing a "snap" acceleration test, or testing its electrical output with a multimeter. A properly functioning MAF sensor should show a smooth, linear increase in air flow (measured in grams per second, g/s) that corresponds directly with engine RPM.
Here are the most effective methods to check your MAF sensor:
1. OBD2 Scanner "Live Data" Method (Recommended)
This is the most precise method without removing components.
2. The "Unplug" Method (Quickest)
This is a simple test to see if the engine relies on the sensor.
3. Multimeter Testing (Technical)
4. Visual Inspection and Cleaning
Found some information regarding testing air flow through a Mass Air Flow sensor
Checking if a Mass Air Flow (MAF) sensor is measuring air correctly involves
monitoring its live data with an OBD2 scanner, performing a "snap" acceleration test, or testing its electrical output with a multimeter. A properly functioning MAF sensor should show a smooth, linear increase in air flow (measured in grams per second, g/s) that corresponds directly with engine RPM.
Here are the most effective methods to check your MAF sensor:
1. OBD2 Scanner "Live Data" Method (Recommended)
This is the most precise method without removing components.
- Connect the Scanner: Plug an OBD2 scanner capable of reading live data into your vehicle's OBD2 port.
- Check Idle Readings: Start the engine and let it reach operating temperature. At idle (approx. 700 RPM), the MAF should read roughly 2 to 7 grams per second (g/s). A common rule of thumb is that the idle g/s should roughly match the engine displacement (e.g., a 2.0L engine should read around 2.0–3.0 g/s).
- Perform "Snap" Test (Revving): Rapidly depress the accelerator pedal while in neutral to raise RPMs. The MAF sensor reading should rise instantly and proportionally to the RPM increase.
- Check at 2500 RPM: With the car in neutral, hold the engine at 2500 RPM. The reading should increase to roughly 15 to 25 g/s.
- Identify Issues: If the readings are sluggish, do not rise proportionally, or are far outside these ranges, the sensor is likely dirty or malfunctioning.
2. The "Unplug" Method (Quickest)
This is a simple test to see if the engine relies on the sensor.
- Locate the MAF: It is found between the air filter box and the throttle body.
- Unplug the Sensor: While the engine is running, disconnect the electrical plug.
- Analyze Result:
- Good MAF: The engine should immediately run rougher or stall, as the computer loses crucial data.
- Bad MAF: The engine runs the same or better, because the computer ignores the faulty reading and switches to a "fail-safe" mode.
3. Multimeter Testing (Technical)
- Back-Probe the Wires: Connect a multimeter set to 20 DC Volts to the signal wire and ground wire on the back of the MAF connector.
- Measure Voltage: Start the engine. The voltage should be around 1.0 volt at idle.
- Observe Change: As you raise the RPM, the voltage should rise gradually and steadily, usually reaching up to 3.6V to 4.4V at high RPM, without any sudden jumps or drops.
4. Visual Inspection and Cleaning
- Inspect Wire: Remove the sensor and look at the hot wire/filament. If it is coated with dirt, oil, or dust, it will send incorrect readings.
- Clean: Use a specialized MAF Sensor Cleaner spray. Do not touch the delicate wires with your fingers or a brush. Spray it gently and allow it to dry completely before reinstalling.
- Dave
Morning all,
Have a look at this latest video on YouTube.
This is the why Porsche and their
Dealers need to keep our 718 owners in their cars and fix this problem, with a software change.
Dave
Have a look at this latest video on YouTube.
This is the why Porsche and their
Dealers need to keep our 718 owners in their cars and fix this problem, with a software change.
Dave
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