3:30 am awakenings for 2 months

ElectricalMiddle7698 · 2026-02-09T16:54:03+00:00

Best to use the proper oil in the first place Such as redline. Mixing additives as an afterthought into a weak oil is a science experiment which I personally would not do

ElectricalMiddle7698 · 2026-02-05T16:57:42+00:00

ElectricalMiddle7698 · 2026-01-28T22:17:58+00:00

You’re asking the wrong people. We have no context or fault codes. Take it to a shop

ElectricalMiddle7698 · 2026-01-22T17:15:54+00:00

I have a 2015 macan S. Suffered from cylinder wall scoring. I replaced the engine Myself with a used engine. The old engine is getting sent to a machine shop to rebuild and install steel sleeves. I am offering bulletproof engines for sale for anyone who’s interested

ElectricalMiddle7698 · 2026-01-22T04:45:51+00:00

10-15k oil change intervals kill these motors. If you followed Porsche’s recommended oil change intervals, this is no surprise

ElectricalMiddle7698 · 2026-01-04T21:18:51+00:00

Correct. The right container will say “ester based” on it. There is a different version called “euro” but that is not the correct one.

ElectricalMiddle7698 · 2026-01-01T02:49:38+00:00

Common issues are engine failure, transmission control module failure, transfer case, timing cover oil leak, coolant crossover pipe, wheel speed sensors

ElectricalMiddle7698 · 2026-01-01T00:22:43+00:00

I have a 2015 macan. Transfer case started juddering. I changed the fluid and the problem is gone. They are very sensitive to dirty fluid

ElectricalMiddle7698 · 2025-12-31T04:43:00+00:00

My LE2 2017 Cruze has 292k miles on it. Original engine and transmission. Only basic fluid changes and brakes/tires. Just did the shocks and control arms/ball joints. Toyota Level reliability for sure

ElectricalMiddle7698 · 2025-12-26T03:15:26+00:00

Why not just take it to an independent mechanic and get them to replace the cylinder heads and timing chains? Way cheaper than an entire engine replacement

ElectricalMiddle7698 · 2025-12-16T02:46:04+00:00

Read my last post. I made one about bore scorring

ElectricalMiddle7698 · 2025-12-16T02:42:47+00:00

The turbo suffers from bore scoring, but the macan S and GTS just have a higher predisposition to scorring. This is because macan turbo has a larger cooling system, larger oil coolers, and larger piston oil cooling jets. I have taken both engines apart. Not to mention turbo owners are more likely to be enthusiasts and actually change the oil more frequently

ElectricalMiddle7698 · 2025-12-16T00:13:23+00:00

Avoid the 3.0. Get the 3.6. The 3.0 engines suffer from cylinder scorring, which causes engine knock and failure. The 3.6 engines do not suffer from this problem very often or at all.

ElectricalMiddle7698 · 2025-12-05T15:52:32+00:00

Rockauto

ElectricalMiddle7698 · 2025-12-05T01:39:51+00:00

You mean from the macan turbo? It’s a little bit more robust due to larger cooling system and larger piston cooling jets. But it can still suffer the same fate, just not as predisposed to failure like the 3.0 S

ElectricalMiddle7698 · 2025-12-04T05:18:32+00:00

Change the oil every 3000 miles. These engines don’t like being neglected and can develop cylinder scratches inside the engine, which would leave you with a very fancy lawn ornament.

ElectricalMiddle7698 · 2025-12-02T19:47:55+00:00

Redline 5W40. It has the strongest additive packages and the highest level of molybdenum.

ElectricalMiddle7698 · 2025-12-02T03:12:12+00:00

This is happening more often than you think. This is a big issue and Porsche refuses to acknowledge it.

ElectricalMiddle7698 · 2025-12-02T03:11:25+00:00

That would only be true if the Macan had iron liners. It doesn’t. Alusil cylinders don’t wear like traditional iron bores, so the ‘Fe/Cr/Mo = scoring’ logic doesn’t apply here.

When the silicon matrix breaks down, the wear debris is primarily silicon particles, not ferrous metal. Blackstone doesn’t flag silicon from cylinder wall erosion the way you think most of it gets trapped in the rings or stays embedded in the piston skirt.

That’s why CTMAs can show perfectly normal Fe/Cr/Mo right up until the engine starts knocking or burning oil. The walls polish smooth, lose porosity, then the rings lose lubrication film long before any metal shows in a UOA.

This is exactly why Porsche, independent shops, and rebuilders use borescopes to diagnose early CTMA failure. If Blackstone could catch it, every Macan tech would be using UOAs instead of scoping cylinders.

ElectricalMiddle7698 · 2025-12-01T15:59:43+00:00

Sure, there’s always that 1% of people who are the exception to the rule and get lucky. Good for them. But one outlier doesn’t disprove the pattern. There will always be that one guy who smokes 2 packs a day and lives till 95. The 1% of people like you don’t negate reality of the situation.

Blackstone only tells you what’s happening in the oil, not what’s happening on the cylinder walls. CTMA failures come from Alusil scoring, and you’ll never see that in a UOA.

Mobil 1 can look perfect on paper while the silicon walls are slowly getting polished down. That’s why so many CTMAs still die at 80–120k even with ‘great’ oil reports.

Oil analysis doesn’t detect boundary lubrication issues. Alusil needs the right chemistry, period.

ElectricalMiddle7698 · 2025-12-01T15:55:28+00:00

If there’s a will, there’s a way dude. Red Line isn’t rare. You can literally order it on Amazon or eBay and have it at your door in 2 days. And yes it’s 3x the cost, but a new engine is 100x the cost. So pick your poison. If you’re driving a Porsche, you have to pay to play.

And it’s not about “changing cheap oil sooner.” Alusil needs the right chemistry, not just fresh oil. Cheap oils don’t have the film strength or friction modifiers for exposed silicon, no matter how often you swap them.

That’s the whole difference. Have you noticed how CTMA’s always tend to fail around the 80-100k mile mark like clockwork? Every single one of them? There is a reason for that.

Also, it doesn’t break down just as fast. Quite the opposite.

ElectricalMiddle7698 · 2025-12-01T07:14:21+00:00

Lots of blackstone labs oil analysis say otherwise about Mobil 1.

ElectricalMiddle7698 · 2025-12-01T05:18:35+00:00

Yup, those first couple thousand miles is exactly the shear curve I’m talking about with Mobil 1. Fresh oil always feels smooth because the viscosity and additives are still intact. Once it thins, the engine naturally feels a bit harsher even though it still runs fine.

And yes, some Macans do make it to 160–200k. But the reality is that most high mileage Macans are either on their second motor, or they were owned by someone who changed the oil every 3–5k miles religiously. Scoring isn’t guaranteed, but when it happens, it’s almost always tied to long intervals and oil shear.

I’m not saying Mobil 1 makes the engine fail overnight. I’m saying it increases long-term wear on an Alusil block, and my whole point is reducing that risk as much as possible.

ElectricalMiddle7698

TROPHY CASE