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The transponder and radio remote are two separate elements. Perhaps they are confusing it with a 997, where the alarm module reads the radio remote during programming. The 996 alarm module doesn't do that. You have to code the module manually. Unless things have changed with PIWIS3, but I don't see how it would be possible. Let us know if they were able to do it.
A used circuit board will be no use to you. New 9x6 keys (with circuit board) come with a bar code label with a 24 digit code printed on it. That code is entered into the alarm module with a PST2 or PIWIS tester. If you haven't got the code, the circuit board is useless.
Richard Hamilton replied to OscarAH1W's topic in 997-2 Series (Carrera, Carrera 4, Carrera 2S, Carrera 4S, Carrera GTS, 911 Speedster)The navigation system update is done by DVDs in the head unit. It depends on the initial software version you have, but there are up to 3 updates required before the latest maps will run. The software updates can take up to an hour to run. (Note that after the updates, old map data will not run). After the system is updated, an Activation Code is entered using PIWIS2 or PIWIS3. (The Activation Code is based on the VIN, and comes from the Porsche online PIWIS system). Then the map data is loaded from DVDs. On PCM3.0 it takes around 40 minutes per map DVD. In Europe there are 4 DVDs. PCM3.1 updates are quicker, as they have a faster DVD drive.
Richard Hamilton replied to DPME's topic in 996 Series (Carrera, Carrera 4, Carrera 4S, Targa)You have to code it in the instrument cluster, not the PCM. Here are the coding steps when retrofitting PCM2.0: 8 Programming PCM2 with PST2 8.1 Activate PCM2. 8.2 Read out PCM2 fault memory and erase. 8.3 Match the MOST required installed components list to the actual installed components list. 8.4 Code the PCM2 according to vehicle type, versions, country-specific tuner settings and MOST switch. 8.5 Check MOST components. 8.6 Activate navigation in the "instrument cluster" control module system. 8.7 After programming is finished, read out the fault memory of all systems, remedy any existing faults, and erase fault memory.
Mike is correct that DME7.8 was introduced for MY2003. If the engine was post-September 2002, it would be MY2003, but it might be worth checking the engine number, just to be sure. If it was a 2003 engine the third digit would be "3". Did you use the immobiliser pill from the new DME/Alarm/Key set? The alarm module needs to read a pill which was coded to a matching DME and Alarm Module. Also, if you can't connect to the DME with a code reader, check the W-Line diagnostic wire between the alarm module and DME. It uses the diagnostic line to transmit the immobiliser signal.
Richard Hamilton replied to RRocket's topic in 996 Series (Carrera, Carrera 4, Carrera 4S, Targa)Just to clarify, for anyone reading this in the future, on a 996 you can't code the lights for DRLs. All the lighting is hard wired, and there are no control units involved. The 9x7 series introduced the Front Control Unit for the lights (and other items) and the DRLs can be coded in that.
It could be a problem with the brake light switch or clutch switch. There are two sets of contacts in the switches, so although the brake lights and clutch interlock may work, it doesn't mean the switches are OK. You can check both contacts for each switch in DME > Input Signals, using a Porsche tester. Also worth checking the cruise switch Input Signals in the Instrument Cluster on the tester at the same time.
PET shows the instrument cluster bulbs only for cars up to 2001. You are also right that the 2002 doesn't need an additional wire from the DME to the cluster - only wires from the stalk to the cluster. It sounds like it might be a coding issue to me, and I think you should track down someone with a PST2 or PIWIS. Get them to check the Order Code is saved in the DME Vehicle Data, and then re-recode both the DME and cluster.
On the 986 the CDR23 used the speaker outputs for the basic system. If an amp was fitted (Harman or Bose) it used the fibre optic output which connects the head unit, CD changer (if fitted) and amp in a loop. It was the CDR22 which used the yellow plug for the line outputs for the amp.
They aren't line outputs on a CDR23. The 4 wires connected to the yellow plug are: Yellow - CAN Comfort High Black - CAN Comfort Low White/Red - Wake up/Diagnosis Line Green - Key Code In
The KTS520 does not click, click, click when you connect to a 16bit car (986/996, etc). The Bosch serial cable is not wired the same as a standard serial cable. Ubox2 is not what you need. It is probably best to continue our conversation by PM and email. Check your PM inbox.
When you run PIWIS diagnostics, does it try to connect to the KTS520, or do straight to simulation mode? Does the computer recognise the KTS520 when you plug it into the USB port? (Does it make the sound?) If so, right-click My Computer, Properties, Hardware, Device Manager, and see if you can see a Human Interface Device. It won't be labelled KTS520. If the KTS is connecting to the computer it might be a firmware issue. To update the firmware, you should try doing it from within PIWIS first. Go to Tools > Firmware Update. The firmware flashing process should take 2-3 minutes. If the Firmware Update screen appears for a couple of seconds and then disappears, the flash was unsuccessful. In that case, try updating it with the Firmware tool. Run RBPLFWconfig in your Firmware folder. Choose KTS520, USB connection, ForceUpdate, and Firmware version IP09. A COM1 connection would be better, but you need the special Bosch serial cable to use it. If it flashes correctly, you will see a progress counter.
Two possibilities I can think of: Firstly, there is a break in the diagnostic ("W" Line) lead between the DME and Alarm control unit. This wire carries the diagnostic and immobiliser signals. If the wire is broken, you can't communicate to with the DME via the diagnostic socket, nor can the Alarm unit connect to the DME to pass the immobiliser signal. There is a plug and socket joint between the ACU and DME (Plug X2/3 - 30 pins) in the rear left passenger footwell. I have known a case where the pins were corroded, and gave exactly the symptoms you describe. Second possibility - the DME has failed. I have know that happen too.