2004 Porsche Cayenne

2004 Porsche Cayenne questions and answers

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Q: Is it possible to replace the 2004 Porsche Cayenne Turbo PCM (CD based) with the DVD-based PCM system?
My current system doesn't have the TEL option. I want to use the Telephone feature of the DVD-based system.

A: yes you can replace it and I thought that the cayenne turbo had standard DVD based PCM well mine is a Tubo S model and iits got the DVD PCM with the Telephone option as standard.

Q: I need to find the exact location of the factory amplifier in a 2004 Porsche Cayenne?
the vehicle has an amplifier/subwoofer combo located under the spare tire but the amplifier i need to find is the one that plays the mids and tweeters in the truck

A: Most cars / trucks (such as Porsche, Fiat,) have a book that shows every inch of your car/truck. It is a must have. It is a car/truck repair book for your make and model. Check your local book store. And be sure to ask for it. It might not be in stock. Also web bookstores, and your car dealer web site might offer an appendage to your owners manual.

Q: I need to find the exact location of the Bose factory amplifier in a 2004 Porsche Cayenne?
the vehicle has a bose system with the subwoofer/amp combo under the spare tire location. i need to find the location of the other bose amplifier for the midrange and tweeters of the system

A: Isn't it under the passenger seat? I could be wrong.

Q: Can anybody tell me if there is any way to reset service due warning lights on my 2004 porsche Cayenne thanks.


A: 2004 porsche cayenne

Q: What's reliability of a 2004 Porsche Cayenne SUV?
Looking at buying this used SUV but consumer reports ratings are not too good. Do you have experience with the Cayenne? How many problems have you had and would you recommend this car?

A: I have a 2008 Cayenne and when we bought it, the salesman told me that the '04 when they first came out, had some problems with it. I would recommend a newer model. I love my '08 and would recommend it to anyone.

Q: factory amplifier location for a 2004 porsche cayenne?
i need to find the exact location of the factory amplifier in a 2004 porsche cayenne

A: ahh depends bose system: where the spare tire should be not a bose system: behind the right side bolster on the rear luggage compartment of the cayenne.

Q: Which replacement brake pad works best with the porsche cayenne 2004?


A: Stick with the genuine Porsche pads or at least OEM (Textar or Pagid). Problems I have seen with aftermarket stuff: they don't stop as well, they squeeeeekkk and sometimes they aren't quiet the right size so when you stop and then accelerate, the pads shift within the calipers and "click". (The last problem I see in Audis most often.) All brake pads are not the same in my experience. Good luck.

Q: i just bought a 2004 porsche cayenne today & was wondering?
Is it jus me or does the accelation take all day..but when it gets pass about 30mph its as fast as the devil & that the steering wheel is as tight all out doors ?please help =)

A: Turbo Lag, and u need more steering fluid. Turbo Lag: A pair of turbochargers mounted to an Inline 6 engine (2JZ-GTE from a MkIV Toyota Supra) in a dragster.A lag is sometimes felt by the driver of a turbocharged vehicle as a delay between pushing on the accelerator pedal and feeling the turbo kick-in. This is symptomatic of the time taken for the exhaust system driving the turbine to come to high pressure and for the turbine rotor to overcome its rotational inertia and reach the speed necessary to supply boost pressure. The directly-driven compressor in a supercharger does not suffer this problem. (Centrifugal superchargers do not build boost at low RPMs like a positive displacement supercharger will). Conversely on light loads or at low RPM a turbocharger supplies less boost and the engine is less efficient than a supercharged engine. Lag can be reduced by lowering the rotational inertia of the turbine, for example by using lighter parts to allow the spool-up to happen more quickly. Ceramic turbines are a big help in this direction. Unfortunately, their relative fragility limits the maximum boost they can supply. Another way to reduce lag is to change the aspect ratio of the turbine by reducing the diameter and increasing the gas-flow path-length. Increasing the upper-deck air pressure and improving the wastegate response helps but there are cost increases and reliability disadvantages that car manufacturers are not happy about. Lag is also reduced by using a foil bearing rather than a conventional oil bearing. This reduces friction and contributes to faster acceleration of the turbo's rotating assembly. Variable-nozzle turbochargers (discussed above) also reduce lag. Another common method of equalizing turbo lag is to have the turbine wheel "clipped", or to reduce the surface area of the turbine wheel's rotating blades. By clipping a minute portion off the tip of each blade of the turbine wheel, less restriction is imposed upon the escaping exhaust gases. This imparts less impedance onto the flow of exhaust gases at low RPM, allowing the vehicle to retain more of its low-end torque, but also pushes the effective boost RPM to a slightly higher level. The amount a turbine wheel is and can be clipped is highly application-specific. Turbine clipping is measured and specified in degrees. Other setups, most notably in V-type engines, utilize two identically-sized but smaller turbos, each fed by a separate set of exhaust streams from the engine. The two smaller turbos produce the same (or more) aggregate amount of boost as a larger single turbo, but since they are smaller they reach their optimal RPM, and thus optimal boost delivery, faster. Such an arrangement of turbos is typically referred to as a parallel twin-turbo system. Some car makers combat lag by using two small turbos (such as Nissan, Toyota, Subaru, Maserati, Mazda, and Audi). A typical arrangement for this is to have one turbo active across the entire rev range of the engine and one coming on-line at higher RPM. Early designs would have one turbocharger active up to a certain RPM, after which both turbochargers are active. Below this RPM, both exhaust and air inlet of the secondary turbo are closed. Being individually smaller they do not suffer from excessive lag and having the second turbo operating at a higher RPM range allows it to get to full rotational speed before it is required. Such combinations are referred to as a sequential twin-turbo. Sequential twin-turbos are usually much more complicated than a single or parallel twin-turbo systems because they require what amounts to three sets of pipes-intake and wastegate pipes for the two turbochargers as well as valves to control the direction of the exhaust gases. An example of this is the current BMW E60 5-Series 535d. Another well-known example is the 1993-2002 Mazda RX-7. Many new diesel engines use this technology to not only eliminate lag but also to reduce fuel consumption and produce cleaner emissions. Lag is not to be confused with the boost threshold; however, many publications still make this basic mistake. The boost threshold of a turbo system describes the minimum engine RPM at which there is sufficient exhaust flow to the turbo to allow it to generate significant amounts of boost. Newer turbocharger and engine developments have caused boost thresholds to steadily decline to where day-to-day use feels perfectly natural. Putting your foot down at 1200 engine RPM and having no boost until 2000 engine RPM is an example of boost threshold and not lag. If lag was experienced in this situation, the RPM would either not start to rise for a short period of time after the throttle was increased, or increase slowly for a few seconds and then suddenly build up at a greater rate as the turbo become effective. However, the term lag is used for boost threshold by many manufacturers themselves so as not to confuse common man with many words. Electrical boosting ("E-boosting") is a new technology under development; it uses a high speed electrical motor to drive the turbocharger to speed before exhaust gases are available, e.g. from a stop-light. The electric motor is about an inch long. Race cars often utilize an Anti-Lag System to completely eliminate lag at the cost of reduced turbocharger life. On modern diesel engines, this problem is virtually eliminated by utilizing a variable geometry turbocharger.

Q: can i find CAYENNE 2004 to buy in european countries,which countries is that?
Thank you gentle men and ladies online for the answers you have sent to me.can i find porsche cayenne 2004 in Europe to buy.although porsche is a German company but all my internet search shows that it is more common in the USA than EU.

A: You are so correct. It is hard to believe they are so scarce in Germany. The below two links are all I could find on ebay Germany.

Q: warranty needed for a porsche cayenne?
im planning on buying a 2004 porsche cayenne S with 27k miles for 35k dollars. do i need a warranty? and do you guys have an pointers or thoughts about this car? thanks

A: If you're buying a Porsche Approved Pre-Owned, a warranty is included.

Q: I have the option to purchase either a 2008 FX 35, a 2007 Mercedes ML350, or a Porsche Cayenne S 2004,?
All Three are with in the same price range. Please advise which to purchase!

A: Infiniti FX.

Q: Porsche Cayenne or Bmw 530i?
I have a choice between a 2004 porsche cayenne with 27k miles. or a 2007 bmw 530i with 26k miles. they are both priced at 35k. but the bmw has warranty and the porsche doesnt. which ones a better choice? including reliablity insurance etc. thanks!

A: My husband is a mechanic and he said to go with the BMW, the Porsche is a lot of maintenance. He also mentioned that the BMW will be better on gas. Hope this helps.

Q: Bmw 525i or Porsche Cayenne?
Hi everyone. just thinking about what kind of car would be good. a 2007 bmw 525i with 26000 miles for 30k. or a 2004 porsche cayenne S for 35k. please factor in gas mileage reliability insurance. etc. thanks!

A: Definately the Porsche. The BMW brand is not as important as Porsche. And the BMW 5 series failed the side crash test ratings. Porsche is also the most reliable German car company.

Q: 04' Porsche Cayenne or 04' BMW X5?
I love both 2004 Porsche Cayenne's and X5's but which do you think is better for a guy? And what color would you get for it? One more thing, what's the price range for these cars? Please include some sites with these cars if you can

A: Tough question. Porsche Cayenne - Looks - Performence - Brand Name http://www.canadiandriver.com/articles/rr/04cayenne.htm BMW X5 - Price - Comfort - Low maintnance required. - Family friendly http://www.canadiandriver.com/articles/cc/00-06x5.htm --------------------------------------------------------------------------------

Q: How can I stop a Porsche Cayenne Turbo?
Hey folks, I have a pre-owned Porsche Cayenne Turbo (2004) with Gemballa suspension lowering kit and ECU (500+ hp). Everything is so fine with the car except one simple detail... The fact that it does not STOP. I have got changed all four brake rotors, brake pads, checked the hydraulics, replaced every damn liquid in the car, but the stopping power is just not there. When I hit the road, the brakes are ok, but when I hit the brakes a bit harder, they just start to fade with heat enough to do a blacksmith's work. Now the brakes are still there, but the pedal feels like there were Ronnie Coleman pushing it back and the hydraulics power-assist does not want to assist me in this. Personally, I don't like using the cockpit as a bodybuilding center... The service says it is my "driving style" that causes this. Well, I want to ask what Porsche thought in building a car that goes well over 275km/h but does not return to 0km/h in an equal amount of time. Now, is there a way to stop it?TY Adding a third party brake mod is not option for me. Wasn't it Porsche who boasted all the way about their "legendary brake-fade test"? If my problem is not related to a mechanical failure or something, and if this brake system is just what Porsche AG offers to its customers, then I would definitely go for another brand and replace the car. I just want to be sure that there is nothing I can do to get it repaired.

A: The brakes on the Cayenne are quite capable, and from personal experience they have not only adequate stopping ability, but handle heat quite well. First off, is the service you refer to the Porsche dealer or experienced Porsche mechanics? If not, have someone that genuinely knows these cars to take a look. If they are, then I would tend to believe that the problem is your driving style. I personally have driven along mountain roads, stuck behind people that clearly don't use their brakes correctly judging from when I see the brake lights. If you are feeding too much heat into the brakes through improper and/or inefficient use, there may still be some measures you can take to minimize this, but the simpler route would be to learn better use of the brakes (it'll be less costly and more effective). As far as things you can do to battle fade... a new brake kit might help, though I am not sure this will get you much improvement as the stock brakes on the Cayenne Turbo are quite large as is, and if they are overheating, moving to a slightly larger brake that will handle a slight amount more heat will most likely not get you anymore. IN fact, given the size of the stock brakes, if you are having fade, it is most likely due to too much heat in the fluid or pads... so: What you might consider is a brake fluid with a higher boiling point. Castrol SRF is the best in this area at the moment, though quite costly and I think it has a slightly spongy feel under hard use. Motul is a close second, with ATE Blue coming in next (which would be a definite upgrade and is probably the most readily available of the three). Likewise, moving away from stock pads... most of your more aggressive pad compounds are formulated to handle more heat. Look for something that maintains a good CF at high temperatures (though make sure they have a good CF at lower temps as well). Lastly, taking the dust shields off will add more cooling.