Oil Separator Modification - Pics - AOS Motorsport VOS

Ok various people have asked me how my local Porsche dealership did the install of the Motorsport VOS while preserving the secondary air pump. The follow pictures are of the bracket that he modified and the screws that were no longer needed for that bracket to move it a bit so that the larger oil separator would fit. I still need to take some pictures of the separator on the car but the mechanic said that another mechanic looking at these bracket parts could discern how to modify the bracket and make it work. So hope these help...

Ken, I just got from the Porsche GB Headquarters the Official Porsche 'Fix' for the Oil Ingestion issue - which I have downloaded the first page so far into the Files section - others showing the work steps to be done, to follow........ It is interesting that the words "In the event of the complaint' Blue smoke emitted by engine', a modified oil separator for the positive crankcase ventilation is to be retrofitted". Does this mean that if we complain, then Porsche will do this work under warranty?

Ken -- Thanks for the pics! Looking forward to the installed pics, too. Karel -- Thanks for the instructions! Just for giggles, I checked the part number listed for the separator in the instructions, and it's the same part number as the Motorsports VOS. So my guess is that Porsche is aware of the problem, but that they haven't responded yet because they don't currently have any parts that will drop in without interference from the secondary air pump. Does anyone know if the 986s had a secondary air pump, and if so, where it was mounted?

Send me those docs because if that is true then I want my $$$ back for paying to have it done.

Has anyone got any pics of the 996 motorsport AOS ? I have a 987 S with a prototype part fitted that looks very similar. The part no is 987 107 926 00 on my part , it also has prototype part numbers on the plenum and secondary air pump hoses.

Isn't that the standard AOS /VOS on the left and the motorsports one on the right?

Yes , the one on the left is the part I was supplied by Porsche as the AOS for my 3.2 S boxster . The item on the right with a 987 part number is the one fitted by PORSCHE originaly to my car ! I am aware that my car was pre production status and also a press car owned by Porshe Stuttgart for a year after registration. Enquiries Ive made are suggesting that it may have been tweaked by porsche during the time it was in their hands as pre production press cars are often used to develop future or alternative specifications prior to the main run of production vehicles. I searched for the part number of my AOS without success until I found articles on fitting the 996 motorsport part. This unit looks identical to the one fitted to my car, suggesting that porsche themselves were experimenting with uprated AOS units back in 2004. The prototype parts all have a stuck on date label of july 2004 on them , apart from the AOS itself. My next question is where yu can find part listings for the 996 motorsport AOS unit on line. the standard parts catalogue doesnt seem to list anything. Is it in the tequipment section ? Thanks

The unit in the right is a bit different than the "motorsports" unit below. It appears that the prototype unit is designed eliminate the need to relocate the air pump.

berty: Thanks for posting your findings. It would be very good to find these 996 parts off the shelf, so one wouldn't need to hack apart one's car to fit a larger AOS . Why/how did you discover this in the first place? Also, would you list the part numbers for the mating hoses? They're not too clear (to me) from the attached photos. Regards, Croc'ed

I contacted Porsche this morning. The part I have isn't listed in the standard parts catalogue , but is on their system in the specials and motorsport section where the 996 motorsport part resides. The part is available to buy, I was quoted £ 960 odd pounds , thats nearly double the 996 part and about 20 times the stock 987 part ! Im guessing the US price would be equivalent in USD. The connecting hoses have prototype labels on them but are the same part number as the 996 hoses everyone is using , except they have a 987 rather than 996 prefix. 987 107 947 00 and 987 107 946 00. The AOS itself is 987 107 926 00 Do those that have fitted the motorsport AOS still have oil carry over to the intake plenum , or is this a sign of the AOS failing ? I dont suffer the white smoke on start up , but do see an oil film on the intake plenum thats more than just a light spray. Interesting that even the 987 part has two redundant tubes from a top valve which would normally only be used on a 996/ 997 engine. My car was built pre production status and press car build for Porsche themselves and was owned by them for about a year. I'm told that pre production cars are often used as development cars , that seems to be the case with mine as it has a different suspension set up and this motorsport AOS . It also seems to run a healthy 290 bhp at the flywheel as standard. Before i jump into paying 1000 pounds for a new AOS I'd like to be sure that the oil im seeing in the intake isnt just normal. I dont track the car so this is from normal driving , though I do tend to enjoy corners... I assume the spring or rubber diaphragm in the round disc at the top of the AOS is the part that fails allowing oil to blow past into the inlet. Can the AOS be serviced or taken apart ?

I contacted Mann + Hummel to see if they could suggest if these units can be tested or overhauled. Generally motorsport stuff (such as dampers) is serviceable hence its extra cost. I have a thin film of "wet" oil on the intake distributor plenum , but no signs of oil loss or blue smoke on start up. Does anyone with either the standard or motorsport item have any experience of what is considered "normal" for these units. According to the mann +hummel website the device is designed to remove the oil carry over generated by the secondary air pump which is required to comply with the emissions regs. Remembering my original build sheet (options list) I seem to recall an option called stricter emissions concept which I originally thought was standard and referred to the secondary air pump and class 4 emissions. Perhaps this modified / uprated AOS is in fact this option and was developed for higher class emissions possibly planned for future compliance?

DOH! I'm looking at all the little grooves, connection points, etc. etc. and failed to see the obvious TANK size/shape difference! I need to have my eyes (or head) examined!

Did you ask them if they would sell you another one? Obviously they didn't tool up the plastic mold machines to make just one, there must be more of these items around somewhere...

When I asked about the AOS on my car , the dealer found it quite quickly on their system and confirmed its a current part and available from Germany. Expensive though , at just under 1000 UK pounds. I suspect you may be able to get it for around 1000 USD in the states ? Since its a 987 part number there is no question its suitable and compatable with the cayman / boxster . As I wrote earlier , I now believe it was developed as part of a srticter emissions concept in case the M96/ M97 engine was still in existence when the newest european exhaust emissions came into force. I havent taken off the air pump , so have no way to confirm if the air pump is also uprated. I guess the dealer may be able to see on their system if this part has an option code allotted to it which would allow you to search for other parts associated with it.

Berty: I certainly didn't pay 1000 pounds for my big AOS . I have the non-tapered one and paid a shop to install it at the same time as my Softronics intake plenum. I bought both and a sump extension USED for about 1000 bucks US or a bit less. Also bought a Heigo roll bar from the same guy, who sold his CS. I got killed on the cost of installation of all three of these things but they did a great job on all three. I'm lucky to have a fussy shop! Everything was done right the first time. You are better off buying the larger item than this tapered one for 1000 pounds. Modifying and re-routing is a couple hours of labor. Less if you download and print the articles on installation for the shop who does the work. Ken's recent photos above may also be helpful to the techs. My new VOS does not have any oil smoke...None. No oil usage, no oil in the exhaust pipe. I have not checked the inside of my intakes since changing an air filter. I'm guessing there might be a hint of oil in there someplace but with no oil use, I wouldn't expect problem levels of oil. Hope this is helpful.

I was quoted about 500 Uk pounds for the 996 non tapered AOS , so this would be a more reasonable soultion or better still fit the standard part. From the comments made so far can I assume that a failed AOS results in white smoke on start up , oil consumption and oily deposits in the exhaust. My car exhibits none of these symptoms , so perhaps i'm being a little fussy. Sounds like I may have a few takers to buy my original unit should I decide to revert back to standard.

At least I'd wait until a bargain of some sort came along if you're not having trouble. The main symptom is gulping large quantities of oil at the track and fogging out the exhaust with black or blue/black smoke. One instance of this can burn up 1/2 quart or so. You want to make sure and check oil ASAP when this happens. Most guys get black flagged when it happens. Sometimes it's in the pits after a session or on start-up after a session. White smoke on start up is nothing.

Im not sure what sort of money TPC or one of the other tuners would ask for an uprated AOS or the work to fit it. My experience of the 987 part fitted to my car is that its a simple job to fit , provided the hose that goes to the left hand cylinder bank is already in place. The manifold for cylinders 4-6 must be removed to fit a new item for the motorsport or 987 item I have if you are uprating from a standard item. Looking at the lengths of the pipework the standard item is actually longer than the motorsport or uprated item so its possible to cut back and remake the ends. The AOS end connections can be sourced with a little effort which makes the retro fit easier. In my opinion it looks like the part I have fitted (with profiled tank for 987 vehicles) satisfies the needs of track users who dont want to get into cutting the secondary air pump bracketry or an expensive install. I would be interested to hear what price suncoast or one of the main dealers charge for the 987 uprated AOS unit i have on my car.

...IF they can get it, probably similar money to the 1000 Pound figure, but it's a good question. Maybe we'd get a good surprise? Fitting the big VOS is far from easy. Lots of re-routing of things and sawing on bracketry. Then there is a line that has to be tired off because there's not place to put it on the motorsport version. It's a PITA. It was easier actually when they also installed the plenum at the same time because the line that isn't needed anymore, I think it's a vacuum line, is also not offered on the GT3 plenum and throttle body. Everything came out even. I think my shop hated doing that almost as much as installing the roll bar. Lots of fiddly plastic bits to deal with that interlock. If you're not full of Cayman specific knowledge, you waste a lot of time with it. Rear shock changes require the same removal of plastic.

Just to confirm my understanding, the motorsport AOS more likely to fit in the Cayman is part number 987 107 926 00 with the associated hoses 987 107 947 00 and 987 107 946 00. Sonnen lists the AOS for $1163. Thanks

Yes Rob, that's correct. The 987 part number is specific for the cayman / boxster as it has a modified design to allow for the air pump. The hoses are as far as I'm aware the same as the 996 part equivalents though may be slightly longer. Certainly those that have fitted the 996 AOS have also ordered these hoses and not experienced any difficulties. The position of the connections is virtually identical between the 987 and 996 parts , the only difference being the 996 item is angled slightly downward on one connection. I dont see any issues fitting the 996 part equivalent hoses to the 987 AOS . The 996 and 987 use the same part numbers for the AOS and hoses , the difference is purely the prefix being 987 rather than 996. Looking at the hose routing the long hose that goes to cylinder banks 4-6 appears to be the main concern as its longer on the standard car than on the modified AOS . I dare say that the additional length isnt a major issue and could be either cut back or re routed to prevent kinking. The short 3 way hose that connects the AOS to the intake plenum is simple enough to change. From experience , the difficult part is removing the bottom hose connection on the AOS and particularly re attaching on the install. It can be done from above but would be much easier working from under the car. Thanks for supplying a suggested vendor and price for the 987 part number. As expected its almost a dollar equivalent to the UK price. I need to look up the GBP vs USD conversion to see how much of a saving this works out for me.

Very cool information, guys. Bravo! :cheers:

Yes, now can we get a group buy on these! Has anyone called Suncoast ???

If you want to use the parts he mentioned above, here would be our Group Buy Pricing: 987-107-926-00 AS OIL-VAP.SE 1 $1,111.92 987-107-947-00 LINE 1 $73.57 987-107-946-00 LINE 1 $68.26 Shipping would be additional. This price would expire on 2/28/2011. I've seen a bunch of AOS 's mentioned here, so I will have to rely on the individual to choose the kit of their choice. If you're interested in the 996 version AOS , I just reduced the price for this group buy. 996 AOS - Click HERE Let me know if we can help.

Thanks for the parts prices. One last question, does the parts catalogue suggest this is a motorsport or simply a stricter emissions item ? The description seems to contain unfamiliar notation. Thanks

Wayne discusses checking the AOS in his 101 Boxster projects Pelican Technical Article: Boxster Air / Oil Separator Replacement - 986 / 987 You need a slack tube manometer but can wing it with a vacuum gauge.

Bert987, Can you tell me how or if the vent line to cylinder 4 is tied down to the block near the starter? The reason I ask is I did the install last week and the new vent line lays about 2 inches forward of the old vent hose. My install is posted in the article section. There was a hose clamp bolted to the block but that is too far aft of the new vent line position. I did some crude tie wrapping but wonder if Porsche had done something more elegant. I am thinking about making a plate to extend the mounting of the clamp. Again thanks for sharing your discoveries of the more appropriate motorsports AOS for 987. I am appalled that the proper part existed and no one connected to the correct solution.

Rob, I will see ig I can find some pictures and add them to your article. Great write up BTW.

Bert: Tie-wrapping so close to the engine might not be such a good idea. It's plastic and will likely melt, especially when you get it hot at the track. Use metal!

Has anyone replaced their VOS and is willing to sacrifice the old one by cutting it open vertically to show what is inside? Granted there are some good articles about the larger units helping to eliminate smoke, but how do they work? Can they be cleaned and maintained to avoid costly repairs down the road? Do they need to be replaced periodically say after 100K miles? Can they be tested to make sure they are in good working order?

B.E.: My impression of this is that the OE separator just fills up with oil and that it's the larger capacity of the big one that makes it work better. TPC was working on a kit of some kind that scavenged the oil out of the OE separator quicker and put it in the sump. This not only stops the smoking, but keeps more oil in the sump where it belongs. Great idea, but TPC still hasn't come up with the kit. The lesson here is that, if you get a bigger VOS, you should also get a sump extension so you have enough extra oil to make up for the missing oil that gets stored in the VOS during high stress use. An Accusump or a TTP Oilsafe kit are the only things that can keep enough oil in the sump for long, high RPM turns. Some guys are running BOTH. I have TTP, extended sump and big VOS. Hope I'm covered! :cheers:

I'm not sure the bigger sump is required as the AOS has a drain point back into the engine, I'd imagine thats the purpose of it being there. I have seen some articles posted on here with the standard AOS cut open, exposing a perforated diaphragm as the cause of oil carry over. I would imagine the larger capacity AOS allows better oil separation as the larger gallery allows the air velocities to slow sufficiently to allow efficiency even when the engine is breathing deeper and the oil vapour content is higher. My car had the larger AOS as a build option and its described as stricter emissions concept. This seems to follow as the purpose of the AOS and secondary air pump is to achieve class 4 emissions immediately after start up. Ther eis quite a good write up on the Mann + Hummel web page abnout how the system is designed to work and its benefits.

Berty: Sounds good. I'm basing my comments on two things: 1. I bought my big VOS, my roll bar and my sump extension from P-9 member Andy Chenowith. He had all these things installed in his car and still trashed his connecting rod bearing at a DE. He was able to get a factory rebuilt engine on warranty. When the repair was done, he had all this stuff removed and sold his car. He bought a Vette...(so sad!) 2. Reading some posts by TPC, They do not recommend the bigger VOS in their cars and the impression I get is that they have found a way to get the oil back to the sump quicker from the standard VOS and that the larger one just holds too much oil before returning it...I could be wrong in that conclusion. I'm thinking that the standard VOS doesn't fail if it doesn't get flooded with oil...another assumption, I admit. I think the biggest wrong place for oil storage in the engine is inside the right side cylinder head. The TTP Oilsafe Kit has an extra Porsche oil pump and a drain in the head to get that back to the sump. The Gen 1 engines are really 996 type blocks turned backwards. The oil pickups were not moved, so they're sort of at the wrong places. 996 has had oil starvation problems too but nothing like the Gen 1 Caymans . I think this is the reason. I'm going more by actual things that have happened to people with various setups reported than by engineering analysis. I've seen problems with both approaches!!! So it's possible either or both of us could be wrong...or half-right, which amounts to the same thing when a bearing goes. I would like to have complete confidence in my engine because I drive 300 miles each way without a tow vehicle. No one wants an engine failure but it's especially inconvenient in my situation.

Admittedly I havent taken my car to the track or driven hard as you may experience on a circuit, but when I removed my AOS and compared to the standard , ,it didnt feel significantly heavier or as if it was full of oil. I understand that when put under track conditions the separation rate may exceed the gravity feed back into the sump , but I wouldnt have expected the AOS to hold any more than about half a litre to 3/4 of oil. My understanding of cayman engine failures in the bores is that its caused not by oil starvation but localised overheating and lateral piston wear as a result of a redesign in the water cooling gaskets and higher torque at lower speeds of the M97 engine . The larger cylinder bore of the M97 engine also contributes to a relatively thin cylinder wall compared to other M96 engine variants. Many drivers of 987 / 986 models seem to lower the oil level prior to a track day to the mid point to avoid oil surge and AOS let by. I would have thought running at the optimum top level with a motorsport AOS would be a better solution. Obviously for competition a deeper sump and other mods including an oil cooler are probably worthwhile if not essential.

Berty: You could, of course, be right about the piston bores etc. Not what I've been reading though. The AOS doesn't hold oil when the engine is off, mostly during high vacuum conditions, I think, like engine braking in a turn or before. The failures I've read about have been caused by the oil pump trying to pump foam instead of oil. Not enough oil gets to the connecting rod bearings and specifically #6 bearing, which is the longest trip from the pump. I imagine pumping foam is a bit like pumping brakes when there is air in them..not very effective until the air is gone. What I've read about is the con rod bearing failing and the shrapnel busting up other parts in the crank area before the engine stops. I've never dissected a failed Cayman engine myself, just going by what the guy from Portland who sold me his go-fast goodies and from K-Man-S's incident. Both seemed like they had the same sort of bearing failure type cause. There are a few others that are documented in the forum. Cylinder bore/water jacket type failure may occur on a Gen 1 Cayman . I've just never heard of one and don't think it's that common. My 1995 M3 blew a head gasket at the smallest space between 5 and 6 cylinders. When I told my chief instructor about it, who also drives an E36, he correctly told me where the head gasket probably broke and even told me how many miles on my car. Then he told me which brand of new gasket to put on the car and which brand I had. Correct on all counts! Some of this engine stuff can be extremely predictable but I'm just not hearing this on Gen 1 Caymans .

My mechanic installed my 987 Motorsport AOS today. His shop does lots of Cayman work, and he's done several AOS installations previously - along with the custom work required to keep the emissions system intact. Although the part is quite expensive, the labor required and procedure (as shown here) are almost trivial in comparison.

Fondueski, You encountered no Check Engine Light conditions after the 987 Motorsport AOS , correct? RobVN

I didn't either. I have the bigger 996 type. I think you may have a vacuum leak or something if you have a light.

Sixisenuf, I was advised by my dealer that the engine codes could be either a vacuum leak or the fact that the Motorsport AOS is able to admit more air that the DME on my 2.7L would tolerate. I am possibly the first person foolish enough to install a Motorsport AOS on a non-S Cayman . I could not find any vacuum leaks but after reverting to the stock AOS there weren't any more codes being generated. According to Softronics, their flash for the 2.7L would put an end to these codes (P2187 & P2189). The Softronics flash is in the future.

I think you'll like it. :cheers:

In case you don't have the error code info: 2187: P2187 Lambda control adaptation FRAU (lower load range) - below limit value NOTE The diagnosis is intended to display a negative deviation of more than 30% (leaning) of the lambda control adaptation in the partial load range (FRAU > 0.7). Diagnostic conditions Engine load 15 .. 80% Mass air flow via hot-film mass air flow meter 40 … 220 kg/h Engine speed 1,040 ... 4760 rpm Oxygen sensing in front of catalytic converter active Engine temperature > 55.5 °C No tank ventilation USA: Time after engine starts 250 … 350 s RoW: Time after engine starts 302 … 402 s No faults detected for oxygen sensor No faults detected for tank vent No faults detected for hot-film mass air flow meter Possible fault causes Incorrect main filling signal from hot-film mass air flow meter Fuel pressure too high Injection valve faulty (dripping) Tank vent faulty (does not close completely) Lambda control adaptation FRAU (lower load range) - above limit value NOTE The diagnosis is intended to display a positive deviation of more than 30% (fattening) of the lambda control adaptation in the partial load range (FRAU > 1.3). Diagnostic conditions Engine load 15 .. 80% Mass air flow via hot-film mass air flow meter 40 … 220 kg/h Engine speed 1,040 ... 4760 rpm Oxygen sensing in front of catalytic converter active Engine temperature > 55.5 °C No tank ventilation USA: Time after engine starts 250 … 350 s RoW: Time after engine starts 302 … 402 s No faults detected for oxygen sensor No faults detected for tank vent Possible fault causes No faults detected for hot-film mass air flow meter Intake system leaking (secondary air) Incorrect main filling signal from hot-film mass air flow meter Leak in exhaust system Fuel pressure too low Fuel injector faulty (stuck) Fuel pump delivery too low Lambda control adaptation RKAT (range near idle speed) - above limit value NOTE The diagnosis is intended to display a positive deviation of more than 6 % (fattening) of the lambda control adaptation in the range near idle speed. Opposed adaptation values in connection with misfires indicate that the timing has been changed. Diagnostic conditions No faults detected for hot-film mass air flow meter Diagnostic conditions Mass air flow < 32 kg/h Engine speed < 960 rpm Oxygen sensing in front of catalytic converter active Engine temperature > 55.5 °C No tank ventilation USA: Time after engine starts 250 … 350 s RoW: Time after engine starts 302 … 402 s No faults detected for oxygen sensor No faults detected for tank vent Possible fault causes Oil filler cap leaking (secondary air) Intake system leaking (secondary air) Crankcase ventilation leaking (secondary air) Incorrect main filling signal from hot-film mass air flow meter Leak in exhaust system Tank vent faulty (does not close completely) Lambda control adaptation RKAT (range near idle speed) - below limit value NOTE The diagnosis is intended to display a negative deviation of more than 6 % (leaning) of the lambda control adaptation in the range near idle speed. Opposed adaptation values in connection with misfires indicate that the timing has been changed. Mass air flow < 32 kg/h Engine speed < 960 rpm Oxygen sensing in front of catalytic converter active Engine temperature > 55.5 °C No tank ventilation USA: Time after engine starts 250 … 350 s RoW: Time after engine starts 302 … 402 s No faults detected for oxygen sensor No faults detected for tank vent No faults detected for hot-film mass air flow meter Incorrect main filling signal from hot-film mass air flow meter Possible fault causes Fuel pressure too high Injection valve mechanically faulty (dripping) Tank vent faulty (does not close completely) P2189 Lambda control adaptation FRAU (lower load range) - below limit value The diagnosis is intended to display a negative deviation of more than 30% (leaning) of the lambda control adaptation in the partial load range (FRAU > 0.7). No faults detected for hot-film mass air flow meter Incorrect main filling signal from hot-film mass air flow meter Fuel pressure too high NOTE Diagnostic conditions Engine load 15 .. 80% Mass air flow via hot-film mass air flow meter 40 … 220 kg/h Engine speed 1,040 ... 4760 rpm Oxygen sensing in front of catalytic converter active Engine temperature > 55.5 °C No tank ventilation USA: Time after engine starts 250 … 350 s RoW: Time after engine starts 302 … 402 s No faults detected for oxygen sensor No faults detected for tank vent Possible fault causes Injection valve faulty (dripping) Tank vent faulty (does not close completely) Lambda control adaptation FRAU (lower load range) - above limit value NOTE The diagnosis is intended to display a positive deviation of more than 30% (fattening) of the lambda control adaptation in the partial load range (FRAU > 1.3). Diagnostic conditions Engine load 15 .. 80% Mass air flow via hot-film mass air flow meter 40 … 220 kg/h I Engine speed 1,040 ... 4760 rpm Engine temperature > 55.5 °C No faults detected for oxygen sensor Leak in exhaust system Oxygen sensing in front of catalytic converter active No tank ventilation USA: Time after engine starts 250 … 350 s RoW: Time after engine starts 302 … 402 s No faults detected for tank vent No faults detected for hot-film mass air flow meter Possible fault causes Intake system leaking (secondary air) Incorrect main filling signal from hot-film mass air flow meter Fuel pressure too low Fuel injector faulty (stuck) Fuel pump delivery too low - above limit value NOTE Lambda control adaptation RKAT (range near idle speed) The diagnosis is intended to display a positive deviation of more than 6 % (fattening) of the lambda control adaptation in the range near idle speed. Opposed adaptation values in connection with misfires indicate that the timing has been changed. Diagnostic conditions Mass air flow < 32 kg/h Engine speed < 960 rpm Oxygen sensing in front of catalytic converter active Engine temperature > 55.5 °C No tank ventilation USA: Time after engine starts 250 … 350 s A RoW: Time after engine starts 302 … 402 s No faults detected for oxygen sensor No faults detected for tank vent No faults detected for hot-film mass air flow meter Possible fault causes Oil filler cap leaking (secondary air) Intake system leaking (secondary air) Crankcase ventilation leaking (secondary air) Incorrect main filling signal from hot-film mass air flow meter Leak in exhaust system Tank vent faulty (does not close completely) Lambda control adaptation RKAT (range near idle speed) - below limit value NOTE The diagnosis is intended to display a negative deviation of more than 6 % (leaning) of the lambda control adaptation in the range near idle speed. Opposed adaptation values in connection with misfires indicate that the timing has been changed. Diagnostic conditions Mass air flow < 32 kg/h Engine speed < 960 rpm Oxygen sensing in front of catalytic converter active Engine temperature > 55.5 °C No tank ventilation USA: Time after engine starts 250 … 350 s RoW: Time after engine starts 302 … 402 s No faults detected for oxygen sensor No faults detected for tank vent No faults detected for hot-film mass air flow meter Possible fault causes Incorrect main filling signal from hot-film mass air flow meter Fuel pressure too high Injection valve mechanically faulty (dripping) Tank vent faulty (does not close completely) Whew that's a mouthful, but I'd say the intake leak or something not plumbed correctly would be my best guess as to the culprit in your instance...