Jump to content
×
×

 

The RennTech.org community is Member supported!  Please consider an ANNUAL donation to help keep this site operating.
Click here to Donate

Welcome to RennTech.org Community, Guest

There are many great features available to you once you register at RennTech.org
You are free to view posts here, but you must login to reply to existing posts, or to start your own new topic. Like most online communities, there are costs involved to maintain a site like this - so we encourage our members to donate. All donations go to the costs operating and maintaining this site. We prefer that guests take part in our community and we offer a lot in return to those willing to join our corner of the Porsche world. This site is 99 percent member supported (less than 1 percent comes from advertising) - so please consider an annual donation to keep this site running.

Here are some of the features available - once you register at RennTech.org

  • View Classified Ads
  • DIY Tutorials
  • Porsche TSB Listings
  • VIN Decoder
  • Special Offers
  • OBD II P-Codes
  • Paint Codes
  • Registry
  • Videos System
  • and get rid of this welcome message

It takes just a few minutes to register, and it's FREE

Contributing Members also get these additional benefits:
(you become a Contributing Member by donating money to the operation of this site)

  • No ads - advertisements are removed
  • Access the Contributors Only Forum
  • Contributing Members Only Downloads
  • Send attachments with PMs
  • All image/file storage limits are substantially increased for all Contributing Members
  • Option Codes Lookup
  • VIN Option Lookups (limited)

Recommended Posts

I was clearing codes and the Durametric seems to have hung at the air conditioner. (that is where a fault was) 

 

Is pressing cancel an option (I am obviously a noob)

Share this post


Link to post
Share on other sites
    You can remove these ads by becoming a Contributing Member.

I doubt it would do any harm to click cancel or reset the durametric software. Clearing codes is an atomic operation so will either have cleared or not. I'd suggest rebooting the PC to make sure everything is good for when you retry.

Share this post


Link to post
Share on other sites

I had the same issue with my HPFP fault. Durametric hung everytime I tried to clear the code. I replaced the pump and then it worked fine. Seems like a software bug to me. I raised a trouble ticket with Durametric 2 weeks ago but they never got back to me.

Share this post


Link to post
Share on other sites

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now


  • Similar Content

    • By TyS
      I'm unable to connect to the engine module on my '09 Cayenne with my new Durametric cable.  I called tech support for an assist and was told that they are still working on coding to allow for connecting the 957 to the engine module.  The Durametric website  does list the MED9 for V6 as being available for reading/clearing codes.  Wondering if anyone else has found a way to get this to work.  I'm using version 6 software.

    • By markpitarresi
      My car is a 2005 911 base model 997.
      I had a tune installed and am having some issues with it. I only had the tune done because I put high flow cats on the car and had a stumble. The tune company is wanting a data log with the following actual values.
      1. Engine RPM
      > 2. Injection Time/Injection PW
      > 3. Ignition Angle
      > 4. Pedal Position
      > 5. Actual Throttle Plate Angle
      > 6.Actual Lambda Value Bank 1
      > 7. Mean Fuel Trim Bank 1
      > 8. Actual Lambda Value Bank 2
      > 9. Mean Fuel Trim Bank 2

      I started out trying to get this done with Durametric. The first obstacle I ran into was Durametric did not have compatibility with the variant on my ECU. I called their support and they were able to quickly get this resolved. The problem that I have now is that I don't have any actual values for the Actual Lamda Value for Bank 1 or Bank 2. Durametric basically told me that they have nothing to do with the values and if its not in there they can't help me.
      The following is all the Actual Values in Durametric that I have to choose from.
      1.      AC pressure

      2.      Actual Camshaft angle bank 1

      3.      Actual Camshaft angle bank 2

      4.      Actual throttle plate angle

      5.      Air Mass 1 (sensor)

      6.      Altitude correction Factor

      7.      Ambient Pressure from DME

      8.      Ambient temperature

      9.      Camshaft deviation bank 1

      10.   Camshaft deviation bank 2

      11.   Catalyst Monitoring time bank 1

      12.   Catalyst monitoring time bank 2

      13.   DME supply voltage

      14.   Distance towards power failure

      15.   Distance with check engine on

      16.   Driving cycle counter

      17.   Engine compartment temperature

      18.   Engine compartment temperature (sensor)

      19.   Engine load

      20.   Engine load (SAE 1979)

      21.   Engine oil temperature

      22.   Engine oil temperature (sensor)

      23.   Engine roughness cylinder 1

      24.   Engine roughness cylinder 2

      25.   Engine roughness cylinder 3

      26.   Engine roughness cylinder 4

      27.   Engine roughness cylinder 5

      28.   Engine roughness cylinder 6

      29.   Engine speed

      30.   Engine Start temperature

      31.   Engine temperature

      32.   Engine temperature (sensor)

      33.   Exhaust temperature stream

      34.   Fuel Level

      35.   Fuel Level adaption at close idle (RKAT)

      36.   Fuel Level adaption at close bank 2

      37.   Fuel trim adaption lower load (FRAU)

      38.   Fuel trim adaption lower load (FRAU)

      39.   Fuel trim adaption lower load (FRAO)

      40.   Fuel trim adaption lower load (FRAO)

      41.   Fuel trim mean value

      42.   Fuel trim mean value

      43.   Idle speed specified RPM

      44.   Ignition angle

      45.   Ignition counter misfire direction

      46.   Ignition map RON department

      47.   Ignition Safety retardation

      48.   Injection time

      49.   Intake air temperature (sensor)

      50.   Intake- air temperature

      51.   Lambada controller delay time

      52.   Lambada controller delay time

      53.   Loss adaption

      54.   Mass airflow (MAF)

      55.   Mass airflow (hot film MAF + tank vent)

      56.   Misfire counter cylinder 1

      57.   Misfire counter cylinder 2

      58.   Misfire counter cylinder 3

      59.   Misfire counter cylinder 4

      60.   Misfire counter cylinder 5

      61.   Misfire counter cylinder 6

      62.   Misfire detection adaption 0

      63.   Misfire detection adaption 1

      64.   Misfire detection adaption 2

      65.   Misfire Range

      66.   Misfire Range

      67.   Misfire Range

      68.   Misfire Range

      69.   Nominal Camshaft angle bank 1

      70.   Nominal camshaft angle bank 2

      71.   Nominal Throttle Plate angle

      72.   O2 sensor downstream

      73.   02 sensor downstream

      74.   Operating time since power fail

      75.   Oxygen sensor (LSF) Voltage ah.ofcatc.1

      76.   Oxygen sensor (LSF) Voltage ah.ofcatc.2

      77.   Pedal Encoder potentiometer 1

      78.   Pedal Encoder potentiometer 2

      79.   Pedal Value

      80.   Radiator fan request Value

      81.   Relative fuel quantity via tank ventilation

      82.   Relative secondary air mass

      83.   Retardation cylinder 1

      84.   Retardation cylinder 2

      85.   Retardation cylinder 3

      86.   Retardation cylinder 4

      87.   Retardation cylinder 5

      88.   Retardation cylinder 6

      89.   Tank ventilation valve

      90.   Throttle potentiometer 1

      91.   Throttle potentiometer 2

      92.   Timer as end of starting

      93.   Transmission oil temperature

      94.   Vehicle speed

      95.   Warm up counter

      Charcoal canister load

      I am looking for other means to get a quality data log. I have just purchased an ODBlink MF wi-fi unit. I also have a few phone apps like Torque Pro, OBDdoctor pro, and OBDLink. The problem I am having is they have several Lambda PID's to choose from and am not sure witch ones to use.

      If anyone has suggestions it would be greatly appreciated.  even if the solution is using a totally different data logger.

    • By innov8
      Hello. Great site. I recently purchased a 04 996 AE with 113K. My OBD showed random misfires. I checked the plugs and coils. Coils were cracked so I replaced all plugs and coils. The plug condition was consistent across all cylinders... ash gray color and no pitting or carbon or oily plugs. The misfire codes returned and I noticed the idle is rough but the engine pulls and is smooth off idle and through the rev range.  I purchase the Durametric and I ran actual values (codes showed random misfires across most cylinders) the check engine light came on at one point but had gone away on it's one while waiting for my cable to arrive.

      My problem is I have lots of data to look at but no way to understand or to translate it into actionable information. I am not even sure that I captured the right parameters for my misfire error codes. Is there a good place to look at what the actual values should be for a 996? or a link to any tutorials on how to read the data and translate that into a what to check or troubleshoot?

      Any advice would be greatly appreciated and thoroughly utilized. 
    • By stephan_porsche
      Greetings,
       
      Need some help diagnosing to fault codes in my ECM Module.
       
      2005 Porsche 997 Carrera S Cab
       
      U0155: Lost communication with Instrument Cluster Control Cluster.
      U0146: Lost communication with "Gateway A"
       
      Searching Google only found two other Porsches with the same issue and they were undiagnosed. Now searching those faults individually found other vehicles had those faults when cracks developed in the Instrument Cluster solder joints, people disassembled their Instrument Clusters, resoldered all the joints and the fault went away.
       
      Has anyone else had these faults or experience with them. I recently relocated from Arizona with glass smooth roads to the Los Angeles area and the roads are horrible!!! Just in the last 3-weeks my drivers door lock assembly failed and window goes up and down like crazy and difficult to lock door, I believe this failed due to the rough roads, these faults also developed at the same time, which leans me towards cracked solder joints in the Insteument Cluster. Car runs and drives fine, just have these faults now.
       
      Sincerely,
       
      Stephan
      pellegrini_stephan@hotmail.com

    • By pike1181
      Hey guys,
       
      So I'm having this issue that is driving me crazy. My SAI (Secondary AIr Injection) and Oxygen Sensor are not reaching "Ready Status"

      A little background about my car. 
      2006 Boxster S 3.2L
      FVD Exhaust system
      GMS Headers with 200 cell cats - has all 4 O2 sensors attached.
      996 throttle body and distribution hose
      ECU Tuning Group tune
       
      I had the car up in BC Canada since 2009 (although it is a US car) and had no problems passing the sniffer and obdII tests - both before and after all the mods except for the ECU tune. 
       
      I went to get my emissions testing done last week in Texas and failed due to the 2 systems being in not-ready status. I figured it might have to do with the cat delete (ROW) configured in the tune. I sent my ECU back to ETG in California and had them re-flash my ECU in order to re-enable the O2 sensors. 
      I cleared all codes and figured I would start fresh. I drove the car about 120 miles and attempted to follow the drive cycle mentioned in the forums but it was really tough with the roads out here. Everything is in ready status except for the SAI, and the O2 sensor. I can manually start the SAI using the Durametric system so I would believe the pump is not bad; however, I'm not
      sure that I"m hearing the SAI start up when I cold start the engine.
       
      For testing purposes I unplugged my O2 sensors from both bank1 and  bank2 and they both threw fault codes which confirms that the ECU tune re-activated my sensors. 
       
      I've uploaded a few pictures with the results from a OBDII app as well as the Durametric Software to my Google Drive. I'm not quite sure how to interpret the Durametric Voltage results - especially the negative 50 V and -127V - seems quite odd. 
      https://drive.google.com/open?id=0B4ncE-o5M02DeUlLZVlxRV9hX3c
       
      Any help or guidance will be appreciated as I'm out of ideas.  
       
      Thanks,
      Joel
       
×