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About mikefocke

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  • From
    Sanford NC
  • Porsche Club
    PCA (Porsche Club of America)
  • Present cars
    '01 986 Boxster S TIP arctic silver
  • Former cars
    99 Boxster (totaled)
    70 914
    66 Alfa Gulia 1600 Spyder
    63 Alfa Gulietta Veloce 1300 Spyder
    70 BMW 2002

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  1. mikefocke

    Fuel trim readings

    Any history you have would help too. Miles on car. When did the problem start. Anything happen around the same time. That way when you bought it? The fact that it is on a single side of the engine helps rule a few things as less suspect. Use the Durametric to look at cam deviations.
  2. In the PET it seems to be a driver listed as part 996 105 185 54 judging from the illustration 103-00 part #28. But I'll bet someone has one lying around from a broken motor.
  3. Expertise of person doing the repair?
  4. mikefocke

    Boxster 986; P1502

    Always a good idea to either: 1. include your model year and model in your profile so it shows next to your message. 2.Or include the info in your posting. Either helps people trying to help you. - Short circuit in wiring harness – Sluggish throttle Note The vehicle is in emergency air function mode, i.e. the engine is turning at approx. 1200 rpm
  5. mikefocke

    What are these codes saying?

    Credit to Brett The O2 sensors do just that, sense the amount of O2 in the exhaust gas relative to the amount of O2 in ambient air. Perfect combustion of a perfect mixture of air and fuel (around 14.7/1 air/fuel ratio) leaves behind only CO2 and water as products of combustion. All the oxygen gets consumed in the combustion and combines with all the carbons and hydrogens. If there is not enough fuel (lean mixture), then all the fuel gets burned leaving some oxygen left over. Conversely, if there is too much fuel (rich mixture), then all the oxygen gets burned leaving behind extra hydrocarbons (fuel). Now an oxygen sensor outputs a voltage between 0 and about 1 V depending on the difference between the amount of oxygen in the exhaust and the amount of oxygen in normal air. If there is a lot of oxygen in the exhaust (lean mixture condition), the sensor outputs close to 0 volts. Conversely, if there is no oxygen in the mixture (rich condition), then the output is close to 1 V. These O2 sensor voltages are read by the computer. This is the feedback loop that tells the computer how the engine is performing with regard to air/fuel mixture. It's impossible for the computer to hold the exact perfect air/fuel mixture constantly, so the way mixture control is designed is for the computer to continually adjust the mixture from very slightly rich to very slightly lean and back again using feedback from the pre-cat O2 sensors. This means that the pre-cat O2 sensor signal will oscillate back and forth from high to low to high to low voltage as the computer adjusts the mixture. In a normal running engine at idle the signal goes from low to high voltage and vice versa about every 1 second, with a transit time from low to high (or vice versa) being about 200-300 milliseconds. This transit time is important because as an O2 sensor ages, the transit time gets longer, and eventually it can get too long such that the computer will call it a malfunction and signal a check engine light and fault code for a slow responding O2 sensor. O2 sensors need to respond to mixture changes quickly so that the computer can keep up with the proper mixture adjustments. So the bottom line is that the pre-cat O2 sensors should oscillate between about 0.2 to 0.8 volts regularly (about every 1 second at idle) in a healthy engine. The post-cat O2 sensors are identical to the pre-cat O2 sensors (same voltage outputs). They are there only to monitor the performance of the catalytic converters. So, as discussed, the pre-cat sensor signals are oscillating between 0.2-0.8 volts. Once the exhaust gasses pass through the catalytic converter, most (all, in theory) excess fuel (hydrocarbons) will be combusted thus reducing hydrocarbon emissions. The cat uses oxygen in the exhaust to combust the fuel. So what you end up with in the exhaust after passing through the cat is a gas mixture that is reduced in hydrocarbons and reduced in oxygen relative to the mixture entering the cat. The post-cat exhaust gas mixture should be CONSTANTLY low in oxygen if the cat is doing its job of burning excess fuel. Therefore, the post-cat O2 sensor signal should be a constant lower voltage reading (not oscillating). So, if the post-cat O2 sensor is seen to oscillate just like the pre-cat O2 sensor, that means that the post-cat sensor is seeing the same gas mixture as the pre-cat sensor meaning that the catalytic converter isn't doing its job of burning excess fuel. The computer monitors the post-cat sensor and compares it to the pre-cat sensor. If the signals are similar, it assumes the cat is bad.
  6. mikefocke

    cutting out at high rpm's

    Thanks. Added to Porsche Acronyms List. Model to model they change, location to location too. I only mention the MAF possibility because suppose the ECU has some built in parameters that say at certain revs it should do thus based on the inputs it is getting from the MAF and the O2 sensors. If the characteristics of a different MAF give the ECU different readings at a certain airflow, then the ECU could get all confused and suggest the wrong air/fuel mixture. Any codes? Got access to any Porsche specific diagnostic hw/sw?
  7. mikefocke

    cutting out at high rpm's

    There are two possible MAFs for a 2000 (in both Bosch and Porsche parts) and the latest one requires a ECU reflash to update the standard parameters if used as a replacement. (see table towards the end of this) Was the new MAF the exact same part number as was on the one replaced? I presume the old one matched the ECU and at one time the pair worked together over 6k RPM. By the way, what does FPSH translate to?
  8. mikefocke

    Newb with a top problem

    I have no personal experience but offer this link to a series of top related articles with pictures that may give you insight into how things work. Good luck.
  9. mikefocke

    Exhaust Smells Sweet, No Smoke at All

    Dumb question but are the wires to the coil packs in the correct order? They didn't get crossed during your plug change did they?
  10. mikefocke

    Another 986 Not cranking

    A classic cause of not starting when hot is the crank position sensor. If it is not working the tach will not bounce even a bit when the key is turned. Repeated attempts could have killed the battery. Good luck.
  11. A 3.2 of what year to a 3.6 of what year? Year to same year swaps of 996S to 986S are relatively easy but different engine generations result in some wild and lengthy threads on the forums with sometimes no resolution.
  12. mikefocke

    97 boxster not hot starting

    1. CPS sensors are notorious for failing at high temperatures, cooling off and working again until ..... 2. The tach not bouncing is another sign of a probable CPS sensor failure. Several of the forums have folks who posted the diagnostic methods of checking voltages on the CPS.
  13. mikefocke

    97 boxster not hot starting

    When it doesn't start does the tachometer bounce at all when the key is turned? Are your radiators clear of debris?
  14. mikefocke

    97 Boxster crank no start

    Those codes are the key and the people who are trying to help you have collectively thousands of Boxsters experience and the manuals to help you if you help them. POST THE CODES.
  15. mikefocke

    CEL code P0650?

    You have a 650 or a 605? With the 300 series codes or without? What model year and engine? Any mods or recent changes?

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