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If the oil cap is hard to remove, you have a high vacuum level in the sump, which is bad for a variety of reasons, including lean stalling. The correct way to access the AOS is to fully warm up the engine by driving the car for 10-15 min, then replace the oil cap with the one in the picture above with a hose that connects to the digital manometer. If the vacuum level exceeds 6-7 inches of water vacuum, the AOS is leaking air into the intake system, causing the lean stall conditions. The normal level of vacuum is typically 4-5 inches of water, which is a really weak vacuum level, so it doesn't take much of a leak to cause problems, which is why we always checked every car that passed thru the shop with the manometer.

The AOS can either be pin pointed or eliminated by having the car's sump vacuum level checked with a digital manometer (most quality shops have them as the AOS is a perpetual issue; surprise the dealer didn't do this).

Welcome to RennTech If you do not have access to a wiring diagram for the vehicle, probably the easiest way to check the ground is to pull the bulb in the light and use a multimeter to check the condition of the ground at the bulb socket.

We have used them here in the US for years at MUCH colder temperature's than you get without ANY issues. Put on the adaptor, add external magnets such as the Filter Mag, and enjoy both better filtration and peace of mind.......

Try 9853

My 2001 C2 top has not worked the entire five years I've owned the car, full saga below.* Without all the back story, here's where I am today. When I click "Calibrate," nothing happens and PIWIS 3 returns "Function inactive, end position not reached." The front latch is reset per the service manual, and the clamshell potentiometer was installed at as close to 6.2k ohms as I can get it (about 6.24-6.26). [I rebuilt this engine in my dining room with my cat, 12,000 miles ago—I may not know what I'm doing, but I can follow directions.] Top is in service position. Actual Values / Input Signals Latch locked Catch not locked Latched unlocked Catch not unlocked (can't be both, right, has to be one or the other?) EDIT: RESOLVED, please see follow up post. Convertible top Convertible top raised Convertible top compartment Convertible top compartment lid unlocked Right side flap up Right side flap not up Right side flap down Right side flap down Left side flap up Left Side flap not up Left side flap down Left side flap down Speed Speed >5 km/h (3 mph) (that's not correct) Handbrake Applied Latching hook Latch hook not actuated Engine-compartment lid Engine-compartment lid closed Convertible top button Close convertible top button actuated Supply voltage 14.45 v Warning light on 36044.3 min (!) Actuation counter 1 1746 Actuation counter 2 65536 Calibration counter 2 Pot 1, convertible top 0.92 v Pot 2 (conv. top compartment. lid) 2.51 v Calibration: Pot 1 val 1 0.80 v Calibration: Pot 1 val 2 1.27 v Calibration: Pot 1 val 3 1.88 v Calibration: Pot 1 val 4 2.29 v Calibration: Pot 1 val 5 2.96 v Calibration: Pot 1 val 6 3.22 v Calibration: Pot 2 val 1 1.55 v Calibration: Pot 2 val 2 1.82 v Calibration: Pot 2 val 3 2.00 Calibration: Pot 2 val 4 2.71 These aren't even actual calibration values, are they, they're stored values from the last time it successfully calibrated. It's my latch isn't it. There's a microswitch I've overlooked, a stupid simple on off switch, and because of that, it never starts the calibration process. Guess I'm going out there one more time this weekend and taking that off again. Insight invited, thanks for letting me ramble. 😄 Keith *The Complete Saga I bought the car like this in January of 2001. Tip cab with a top that had been manually put up via emergency procedure. Dash light for the top was on. I found a matching hardtop an hour away that same week, manually put the top down, slapped the hardtop on, and drove it. Turns out, the left rear window regulator had failed and someone had manually pulled it up (the motor was missing) and then drove a drywall screw through the regulator frame close enough under the bottom of the window bracket that the window stayed up. I rebuilt both rear window regulators and in October of 2021, started working on the top. I probably didn't reset the latch correctly at that time, or the clamshell pot. Still, I told Durametric to calibrate and it started to. When the top moved doubt 1/2 way up, I could hear the pump motor straining and—since the rear interior panels were still off—I took a look: both hydraulic pistons were jetting fluid down the rain drains. I put the hard top back on. Then the engine failed, then (unrelated) I moved, and I spent all of 2023 rebuilding it. July, 2024, I sent two cores to Cab Hydraulics in Sarasota to rebuild. Put them in, new hoses too, and this time I reset the latch and the clamshell pot correctly. I think. But there was no longer a top warning light on on the cluster. I told Durametric to calibrate it, and it wouldn't. Opened a dialogue with the developers, sent them logs they asked for, did everything the guy said, and the last I heard was that maybe their software wouldn't calibrate it unless it was in an error state. Then (not their fault) I took a job and started the process of moving. Hard top went back on. July 2026, time to get back to it. I knew I was going to have to have access to PIWIS, so I followed that thread on some other forum ("under $75") and got the image running on my shop computer. Which, I understand, isn't the same as pulling up to the dealer, so I'm aware that's a possible failure point. I 100% believe the latch and clamshell pot to be correctly reset now. No dash light. When I click "Calibrate," nothing happens and PIWIS 3 returns "Function inactive, end position not reached."

Try 3090

Try 9085

My convertible top has never worked so today I started testing all systems. I reset the lid potentiometer to 6.2k, manually opened the front latch and told the PIWIS to perform a calibration. The windows begin to lower but they stop moving after a second, triggering the dreaded "Function inactive, end position not reached" error. I tested all of the microswitches and got good results. I moved on to the "Drive links checks" and can move everything (except for the side flaps) but not for more than a second before receiving "Function inactive...etc" errors every time. For some reason the convertible top ECU is receiving an actual speed value of "Speed >5km/h (3mph)". (Highlighted in yellow on the attached screen grab). Is that enough to halt every attempt to perform calibration or drive links checks? I found a DIY from Loren (see below) that said to cut the GREY/ PINK wire leading to the top ECU if you want to eliminate the speed check for top operation. I checked it against the 2000 wiring diagram and made sure it was pin 13 on connector 1. CUT! And there was no change in the Speed value. Still reading above 5km/h - 3mph with the car standing still, parking brake on. Is there something else that will cause "drive link checks" or calibration to last only a moment before returning a "Function inactive, end position not reached" error? Thanks! )

I have a '99 Carrera and I'm struggling here... I just replaced the gas filler vent valve and I was still having trouble filling. I did a search and read about re-installing the reed sensor. I pulled the fender liner and vent valve, but I can find the reed sensor anywhere. Where is the connector for the sensor? There are no loose wires anywhere to be found and I didn't tuck away or see anything dangling when I removed the original vent valve. I find this so strange.

Try 4897

The easiest and probably cheapest way as well is to add a small amount of coolant compatible UV dye to the system and run the engine for a bit. The dye will leave a highly visible (with a UV light source) trail to exactly where it is coming from. We use this technique regularly in the shop to trace difficult leak sources.

Many times the servo is not bad but the foam from the flaps has deteriorated and jammed their movement. I would check that first then rest the codes and test before actually replacing any servos.

Try 9641

Try 5430

Try 7682

At the end of the day, it is your car and your money. Just be aware that there always has been a limit as to how cold an automotive AC can be allowed to get; some manufacturers actually set a minimum permissible temperature for their system in order to prevent some rather strange problems. We actually had a customer that complained his system seemed to be cooling fine and then would just shut off for no apparent reason during a rather warm and humid period. After some intense diagnostics, we discovered that his system was getting so cold (very low 30F air temps), that under some humidity conditions, the car was actually freezing over the inside heat exchanger, blocking air low until it defrosted, giving the appearance that the AC had quit. We traced the problem to an AC compressor replacement prior to his purchase of the vehicle, where the wrong part number compressor was installed that had a higher capacity rating than the factory unit. We evacuated the system, replace the compressor with the correct part number, recharged the system and found the air temps inside the car's ductwork now stayed at around 41F, one degree above the manufacture's minimum allowable internal air temp. The car never froze up again. While getting you system's AC temps as low as possible seems like a worth goal, sometimes the law of unintended consequences rears its ugly head............

2006 CAYENNE 955 4.5 V8 DRIVER SIDE PRIMARY CAT REPLACEMENT Full size pictures can be found HERE Writing this down hoping it can help out another pepper owner. SKip to the bottom if you want the short version. Had to replace the drivers side (LHD) primary catalytic converter as the flex pipe had completely corroded away and was flopping loose in the wind. I got lucky and found an aftermarket one on eBay for significantly less than what the dealer would charge me. You’ll need an assortment of tools for the job: Jack Jack stands Ramps for rear 10mm sockets 12mm sockets 13mm sockets Numerous extensions Wrenches in above sizes and flex head ratcheting are awesome 22mm O2 sensor wrench or crowfoot Straight ⅜” and ¼” ratchets and breaker bars for extra leverage as needed. Flex head ⅜” ratchet Long flathead screwdriver to open up the clip holding the O2 sensor wire T25 screwdriver or bit for your screwgun for trim pieces #2 screwdriver or bit for your screwgun for trim pieces Total actual work time was about 8 hours. I could have done it in about 5 or even less if I was truly ambitious, but was taking my time and making sure I didn’t break anything in the tight space. The time also included jacking up the car, removing the underneath skid panels, engine compartment plastics, drivers tire and wheel well liner as well as reinstalling them. See Pelican Parts for the skinny on accomplishing all of those tasks. I’ll skip those tasks here. https://www.pelicanparts.com/techarticles/Porsche_Cayenne_Tech.htm Also crack open the rear hatch and block it from locking as you’ll want to disconnect the battery ground. Here is a video that shows how. Super easy and never knew myself. No need to flip the seat. How to disconnect battery ground in Porsche Cayenne (955) I will preface my replacement with the added bonus of the car having the secondary CAT delete already done. So no fighting with those. So under the car, first things first was loosening up the connection between the tailpipe section and the straight pipe, which was connected to the primary CAT. As the existing bolts on the CAT were rusted and frozen, I just snapped them off knowing they would be replaced anyways. Don’t waste your time on PB Blaster or heat. Just break them off and be done with it. So with the easy work complete now it’s time to dive into the fun part. Move up under the car so you’re looking straight up where the CAT meets the exhaust manifold. You’ve got 3 bolts above you that you’re wondering how you’ll ever get to them without taking out the front O2 sensor and even then how. Give them a spray of PB Blaster or your choice of penetrant. Now move to the front of the car in front of the sway bar, there is an opening where you can see the 3 nuts on the exhaust manifold. With a combination of extensions you can reach the nuts with a 12mm socket. You can let them soak for a little while as you have another cup of coffee or beverage of choice. At this point you may be wondering why I haven’t mentioned the O2 sensor on the top of the CAT pipe. Well, because I drove myself crazy trying to figure out how to get it out. I went after it 8 ways to Sunday. From the top with swivels and extensions and the same from underneath. I could barely get a finger over it and did manage to get the socket on it but then couldn’t get it broken free as the leverage just wasn’t there, or the socket/crowfoot slipped off. Needless to say, I wasted about an hour or so on this and questioned my seemingly foolish decision to approach this project. In the process of doing all of this, I figured out I needed to remove the middle skid plate support bracket for more room to reach up in the small area. Working by myself created new opportunities to be resourceful, or stupid depending on point of view. Since I was already committed to this endeavour by already removing, AKA breaking, the lower sections of exhaust piping, **** the torpedoes and full steam ahead. I ended up just unbolting the CAT from the exhaust manifold, dropping it down and slightly rotating it. At that point I had a good view of the O2 sensor and slipped the O2 sensor socket right over it with a breaker bar attachment. With the room to get leverage and a straight shot at it, it came loose with a marginal amount of effort. Unscrewed the sensor by hand and pushed it behind the steering column. Now for the next problem. The CAT was just big enough to not slide out with the heat shield of the steering column shaft in place. So, prop the CAT in place and remove the heat shield (2-10mm bolts), giving that extra ¾ of an inch. And so with a small amount of finagling, out she came. Could I have worked a little more on it and fought it out? Maybe. But for two 10mm bolts, easy choice. At this point in time, I called it for the day as I was now about 5 hours into the whole job. Sunday morning - here we go for part 2. Now knowing how it came out, it should make it easy to go back in. And yes, it was. Reverse the process of the removal. Slide the new slimmer CAT up into the general position it needs to be, let it rest on the other parts while the O2 sensor is installed. I did unclip the connector up in the engine bay and hang it from the hood so it would spin freely while installing it. A tip I saw elsewhere, thank you. Now push the CAT up into position and viola!. NO! WAIT! The mounting bracket is farther forward than on a stock CAT by about a ½ inch and slightly rotated off the axis of alignment from the engine bracket. The CAT won’t go all the way forward to mate with the exhaust manifold. So… Now it’s pushing, rotating and mild cursing to get it around the engine bracket. In the end, I got it together. Final decision on the bracket, it’s staying unbolted. Not the preferred method, but that’s how we’re rolling since I don't have a welder anymore to move the bracket on the CAT. At this point I was able to get my hand up to get the nuts on the ends of the bolts and finger tight them. Slide around to the front with the long extension and reach in to tighten them up. Now, if you’re lucky, you may have an air ratchet or a battery operated ratchet, which I did, to tighten them up. Do so at this point. Back to the middle of the car to reinstall the short pipe piece to the flex end of the CAT and to the tailpipe. Reinstall the middle skid plate support bracket and you’re just about complete. I hope for all of you who lasted this far have good luck getting around the secondaries if you still have them or figure an alternate plan for that. Time to start the car before I put everything back on and drop it to the ground. Hook up the battery (sparky, sparky), key in the ignition, hand pushing the brake AND… nothing. PANIC!!! I know there’s power. The interior lights come on, chime is going ding-ding. Again.. Nothing. Hold on, let’s breathe a second. Oh lord, the wife will kill me if I killed her car. 3rd time, small prayer to Stuttgart and… SHE LIVES AND BREATHES!!! And much quieter too. Do a couple of start-stop operations to double check it’s all working and then off to reinstall all the plastics and drop her to the ground. I will say, fighting to get the wheel liner on, is an extraordinary test of patience and will power. I think I fought that alone for over 30 minutes. If anyone has tips for that process, I’d be eternally grateful. Couple of side comments on this. The CAT I purchased was an aftermarket unit I got off of eBay and have no idea who manufactured it. There were no studs in the flanges, just 3 bolts and nuts per flange. I was worried they were going to fall out during the install, but the new gaskets held them in place as the holes were the right size to screw the bolts through them by hand. I know this helped during the reinstall and not having to bend or cut off the bracket on the CAT. For the heat shield, some places had said to unbolt the steering shaft and move out of the way entirely. I did not want that headache to do a realignment of the shaft/steering wheel. So I just did the minimum I thought would work. Now that you’ve gotten to the end of my story, I hope it will give someone else the courage to take on the project. Take your time, step back, breathe from time to time and don’t rush it. It will happen. Please make sure to tip your waitress. SHORT VERSION Put car on jackstands or at least front end Put rear of car on ramps if only jackstands in front Disconnect battery Remove front left tire Remove wheel well liner Remove underbody skidplates/plastics up to bumper Remove heat shield from steering shaft Remove middle skidplate support bracket Unbolt/snap off bolts from primary CAT flex pipe to tailpipe/secondary CAT Remove short tailpipe section if secondary delete performed From front of car, reach in and unbolt the 3 nuts holding primary CAT to exhaust manifold Drop CAT down and rest it on car Using O2 sensor socket, reach up into area and remove sensor Pull CAT out of car Push new CAT up into the void and rest on car Install O2 sensor Push CAT up to exhaust manifold and bolt together Install engine support bracket (if applicable) Install tailpipe section to flex pipe end of CAT Install skidplate support bracket Install skidplates Install wheel well liner Install tire Lower car to ground Install engine compartment plastics Reconnect battery Start car CELEBRATE Now if someone can share an easy way to do the passenger side......

It that a plug or plastic pop rivet? I am only finding the plastic rivet.

Chances are your 20 plus year springs have softened and are already sagging a bit. Springs, swaybars and struts are a matched set - I would not mix them as you could produce unstable handling. Especially if you track the car. RoW 030 is fine for street and most track driving - you just have to be careful of large speed bumps on the street. PSS-9 (adjustable) Coilovers can supply suspension tuning and even lower for track days - but you would definitely want to raise it up for street.

Still Fighting the misfire, local shop checked some things and found that my battery cable, the bolt that goes through the fire wall and starter / alternator cable needs to be replaced ( starter also ) before they go farther with diagnostics. $720 for diagnostics and $4000 to replace above parts (parts included) Payed for diagnostics and did all work myself. Still same problem - misfire on cyl-1 and sometimes on 3 ( misfire on 4 was just loose coil from my sloppy install ) work in progress 😞

I replaced the crankshaft position sensor and so far, seems to have fixed the problem. The engine has started a lot quicker when cold and when warm. One of the easier jobs I have done on this vehicle. Although I do have one of these lifts I purchased about 8 years ago, it sure helps a lot (made in Germany): Scissor lifts WWW.TWINBUSCH.DE Scissor lifts

Just to close this thread. The alternator died sitting on a shelf for 6 weeks while other work was being done. A new alternator fixed my issues. I hate when something goes wrong simultaneous with other issues.

Sometimes these systems store a lot of secondary codes that confuse what is really going on. I would start by clearing all the codes and then see what comes back.

Try 8964

You should be comparing the voltages for the O2 sensor ahead of the TWC to those after the TWC: The voltage curve for the senor after the TWC should be a relatively straight line, the one ahead the should be a sine wave like pulse; if the voltage curves are both sine waves, the cat is toast.............

Your alternator is not functioning, running you should have 14.5V DC. Pull the alternator, check the wiring connections to be sure they are tight and seated, if they are you are in the market for a voltage regulator..........

Manual is a huge component of my attraction to Porsche. Where I live, 2 similar spec 997.1 vs .2, the price difference is $15,000. i chose a .1 four and years ago. That 15k delta was left in the stock market (S&P 500) and has atleast doubled. Meanwhile my cars only trip to a shop has been a gashed tire caused by road debris. I’ve done all small repairs and major maintenance. (Although I have new issue today) Do you see yourself keeping this car for a year or 2? Or 10 years or more? If you plan on keeping a .1 I’d recommend the following: Swap to a low temp thermostat X51 baffle upgrade in the sump. consider upgrading AOS to aftermarket Ultimate AOS. 50 weight oil instead of factory 40 add 3rd radiator. ignore ALL internet boogeyman stories about the IMS. 2008 era, it is just another moving part. However if you ever drop engine for a clutch or rear main seal then have a seal removed such that IMS is no longer sealed and engine oil will splash in to lubricate it.

If you get a honk it means you have at least one zone open or one (or more) fault codes. You will need a Porsche compatible scanner to get the fault code and report it here. It should narrow down exactly where the problem(s) are.

Because it is a 2005 engine, it would most likely have the oversized third generation IMS bearing in it, which means it cannot be removed without total disassembly of the engine because it will not fit through the opening in the engine cases. One way to know for sure would be to pull the trans, clutch and flywheel off and look at the nut on the IMS bearing center bolt; if it is 22 MM, you have the oversized bearing, which was the only one to use that large a nut.

Look, diagnostics is all about isolating the problem(s) so they can be addressed. With the sensor disconnected, you are only looking at the sensor, everything else is out of the equation. Same thing when you disconnect the sensor and the connector at the DME, then you are only looking at the harness. With the sensor connected to the harness, but the harness disconnected from the DME, you are looking at what the DME is seeing. You need to go one step at a time, there are no short cuts. Porsche tends to collect various grounds to specific ground points, mostly as a matter of convenience and reducing wire runs rather than running them all to one point. All the cars have a multitude of grounding points in them as noted in the wiring diagrams.

Try 9432

I'm heading to the track for the first time and Shenandoah circuit at Summit Point apparently has a little crest where some people catch air. I don't want the rollover bars to scare the crap out of me while on the track. Any ideas?

On my 2000 C4 I was lucky enough to have nylon screws. They broke of course, but drilling and tapping was easy with a few tricks and observations: Using a soldiering iron to melt a hole through the center of the nylon screw makes drilling MUCH easier Used a 3/16" drill bit to remove the majority of the nylon then used a 6mm x 1.0 to clean the threads Plunge depth is 3/4" Use a "bottom" tap rather than a "tapered" tap so you clean threads quickly and without significant insertion.

Try 6513

P0455 Leakage in fuel tank system Diagnostic conditions D Vehicle speed = 0 km/h D Engine speed = 0 rpm D Correction factor, height > 0.73 D Coolant temperature upon starting the engine may be no more than 6.8 K above ambient temperature D Coolant temperature when engine starts > 3.8 °C D Period for which the engine needs to have been running before ignition is switched off > 20 minutes D Ignition has been switched off for at least 10 seconds. D Ambient temperature 4 … 35.3 °C D Active charcoal filter load < 3 for minor leak D Fuel tank fuel level 10 … 54 litres D Battery positive voltage 11.02 ... 14.5 V D No fuel tank filling D No faults detected for ambient pressure sensor, coolant temperature sensor, vehicle speed sensor D No output stage faults detected for DMTL pump motor, DMTL switch-over valves and tank vent D No fault detected for tank vent (flow) E The diagnostic conditions can also be established using the PIWIS Tester via the short test "tank leakage test". After the test has begun, the ignition must be switched off. F NOTE E In this context, please also observe the function description. Possible fault causes E Tank cap not closed correctly, leaking or missing E Purge air line leaking E Tank vent leaking E DMTL (Tank Leakage Diagnostics Module) leaking E Leakage in fuel tank system Page 140 of 398 07/20/2006 Function description Tank leakage test/DMTL – Tank Leakage Diagnostics Module F Note E The tank leakage test is performed only on USA vehicles. Construction of the tank leakage diagnostics module: The diagnostics module consists of an electric motor with a small air pump, switch-over valves and a reference nozzle. In addition, the modul is heated so as to prevent the forming of condensation and ice. Procedure of the function: E The pump is operated via an electric motor and conveys air through the reference leak. The power consumed during this process is determined. E The switch-over valve switches and the air current is now directed into the fuel tank. The power consumed during this process is also determined. After a waiting period dependent on the fuel tank fuel level, it must be at least as high as the power consumption was during the reference leak test if the tank system is leak-free. E The system is identified to by leaking if the power consumption is lower during the actual leakage test as it was during the reference leak test. E An evaluation of the power consumption levels when the pump is started and after the switch-over valve has switched serves to identify faults within the tank leakage diagnostic module (e.g. pump blocked, motor spins at idle speed, valve does not switch etc.). E The diagnosis of heating, motor and switch-over valve is performed via the output stage of the DME control module. P0456 Leakage in fuel tank system Diagnostic conditions D Vehicle speed = 0 km/h D Engine speed = 0 rpm D Correction factor, height > 0.73 D Coolant temperature upon starting the engine may be no more than 6.8 K above ambient temperature D Coolant temperature when engine starts > 3.8 °C D Period for which the engine needs to have been running before ignition is switched off > 20 minutes D Ignition has been switched off for at least 10 seconds. D Ambient temperature 4 … 35.3 °C D Active charcoal filter load < 3 for minor leak D Fuel tank fuel level 10 … 54 litres D Battery positive voltage 11.02 ... 14.5 V D No fuel tank filling D No faults detected for ambient pressure sensor, coolant temperature sensor, vehicle speed sensor D No output stage faults detected for DMTL pump motor, DMTL switch-over valves and tank vent D No fault detected for tank vent (flow) E The diagnostic conditions can also be established using the PIWIS Tester via the short test "tank leakage test". After the test has begun, the ignition must be switched off. F NOTE E In this context, please also observe the function description. Possible fault causes E Tank cap not closed correctly, leaking or missing E Purge air line leaking E Tank vent leaking E DMTL (Tank Leakage Diagnostics Module) leaking E Leakage in fuel tank system Function description Tank leakage test/DMTL – Tank Leakage Diagnostics Module F Note E The tank leakage test is performed only on USA vehicles. Construction of the tank leakage diagnostics module: The diagnostics module consists of an electric motor with a small air pump, switch-over valves and a reference nozzle. In addition, the modul is heated so as to prevent the forming of condensation and ice. Procedure of the function: E The pump is operated via an electric motor and conveys air through the reference leak. The power consumed during this process is determined. E The switch-over valve switches and the air current is now directed into the fuel tank. The power consumed during this process is also determined. After a waiting period dependent on the fuel tank fuel level, it must be at least as high as the power consumption was during the reference leak test if the tank system is leak-free. E The system is identified to by leaking if the power consumption is lower during the actual leakage test as it was during the reference leak test. E An evaluation of the power consumption levels when the pump is started and after the switch-over valve has switched serves to identify faults within the tank leakage diagnostic module (e.g. pump blocked, motor spins at idle speed, valve does not switch etc.). E The diagnosis of heating, motor and switch-over valve is performed via the output stage of the DME control module.

Porsche book time 270 time units per side. 100 time units equal 1 hour. Time to get another quote or DIY.

Although embarrassing to air my mistake, I thought I would post this in hopes I might save someone else from the same problem: If you have adjustable coilover shocks, do not attempt to change your car's ride height unless you are doing it while corner balancing with scales. I rationalized that if I set the ride height using the factory measuring method (documented in multiple places on this site) I would get "close enough" to a balanced car for a 996 that isn't tracked. Wrong. I worked on a level floor, with a full tank of gas (per spec), new tires with factory-recommended tire pressures, using the factory-recommended ride height measurement points, drove the car a few yards after each change to settle the suspension, and after a lot of hard work I was dead on with each of the four measurements. A local indie shop, not really performance oriented, vetted my approach and said it should be fine, it's what they would do. Even after a perfect-to-the-spec alignment this morning the car pulls to the right, enough at 40 mph with hands off the wheel to change lanes in less than 50 yards. My effort was wasted and I'm out the cost of that alignment. The car goes in for a pro corner balance to correct the issue and I'll end up paying for another alignment. Lesson learned. In truth, the effort wasn't entirely wasted because I learned about the stiffness of the chassis, how even a minute change of 1mm in shock adjustment can affect all four wheels, and how each of the wheels is affected. Dialing in the ride height was a PITA but a learning experience that I believe transfers to doing a corner balance. If you install height-adjustable shocks, you must corner balance for optimal handling even if your car is a daily driver and not tracked. Bless you suspension techs who do corner balancing for a living!

2001 C4 Cab. 58k miles. I have this exact problem, ticking that happens at idle, but slightest depression of clutch pedal makes it stop. Got new clutch 4 months 4 k miles ago. The noise started a few weeks ago,. Any idea how in the world the clutch master could be making that noise? Reluctant to replace without seeing how it could be the problem. Thanks.

I think this will do it. Good luck. DC Porsche 997 PCM Removal.pdf

Latest: Faultless starting, hot or cold, during past 2-3 months.

You can always click the green up arrow to raise logray's reputation... just pick one of his posts here and click the green arrow.

They "pop" off, you can use two flat screwdrivers, a door trim clip disposer fork, or similar tool.

Hi, yes Mobil 1 5w-50 is the only SAE50 viscosity lubricant Approved by Porsche. It is an excellent lubricant with a long history. It ia available in most Countries except the USA Mixing most Mobil 1 products to achieve a "supplementary" viscosity can be done without the risk of loosing the benefits of the overall base fluid/additive package There are two exceptions to this however. M1 0w-40 and M1 Turbo Diesel Truck 5w-40 (non Approved) should not be mixed with other Mobil 1 lubricants if you wish to retain their unique and quite sophisticated formulation I use the "parent" of M1 TDT 5w-40 - it is a Commercial lubricant called Delvac 1 5w-40 Regards Doug

I have just completed an OBC and Cruise retrofit to a UK spec 2002 Boxster S (pre facelift). Much of this was possible due to EdBs great work as you will see. Apologies for UK shop names, currency and measurements but this is a direct copy from my post on Boxa.net. Parts List Porsche 996.613.219.10 4 Stalk Steering Wheel Assembly (£80 delivered Porsch-Apart) 999.652.972.40 Cruise Control Connector (£0.29) 999.650.513.40 OBC Connector (£2.86) 999.652.901.22 Pin Connector (9 for Cruise) (£0.27) Unknown Fuse holder connector for 1.00mm2 cable Volkswagen 000 979 009 Wires for OBC Connection (5 Reqd) (£0.99) General 1 off 6mm Eyelet Crimp Connector. 1 off 25mm rubber grommet. PVC coated copper wire (0.5mm2-0.63mm2 conductor area). 4 off 5m runs (Blue, Yellow, Brown, Black) and 1 off 2m (Black) required for Cruise. If you buy another 9 pin connectors and an extra 5 off 0.5 m of wire you can make your own wire runs for the OBC and do away with the VW set. (I used the standard 16/0.2 Equipment Wire from Maplin (£1.10 for 10m) and ran the loom inside the sheathing from standard networking cable. Even with the long wire run the voltage drop is acceptable). Porsche seem to use standard vehicle (9/0.3) cable that you can get from motor accessory shops (not Halfords). I shamelessly used, and totally relied upon, EdB’s Cruise control hack from the RennTech Forum, the Porsche Cars of America OBC hack and various snippets and advice from Boxa.net. I found the pictures from D2 Performance on the Whiteson site particularly useful for fitting the stalk assembly although I had to make allowances for my car being a 2002 Boxster S. I will comment no further on the OBC hack or fitting of the new Stalk Assembly as they are well covered already. Just remember that on a 2002 car without factory OBC you will get full functionality but on the old type of display, i.e. you will not get the dot matrix display as in the Owners Handbook. Just in case you attempt his in isolation you will need to open both rear and front luggage compartments, open the driver’s door, partially open the hood and then disconnect the battery (having left the ignition on for the sake of your ears!) All wires in the Cruise Harness, with the exception of the Fuse Box, need to be terminated with the Porsche crimp connectors above. You will need a decent crimping tool for these little devils. Work from front to back of the car, leaving the connectors at the rear of the car until you have the rest of the loom in place (you can’t stretch wire!) The Cruise Connector from the 4 Stalk Assembly exits to the left of the steering column. One of the wires (Black/Pin no 2) needs to run across to the right and into the back of the fuse box. I found a cable run, just to the right of the steering column and below the instrument cluster, that exits onto the main wiring harness under the dashboard and against the right side of the car above the fuse box. To get access behind the trim to the right of the drivers footwell, pull off the Fuse Box cover and undo the 4 philips head screws. Pull the panel forward at the bottom (lift or remove the floor mat) and it will come away. You have now uncovered the main loom running down to the Fuse Box. The Black lead (Pin No2) from the Cruise connector needs to join the Black wire running to Fuse B7. This is the brake circuit and provides the brake cut off signal to the cruise control logic. At this point you can either splice into the brake wire (easy but less elegant and I was concerned about causing voltage drops in the brake light circuit) or spend ages removing the Fuse Holder Crimp connector from the back of the fuse box and replacing it with another, this time with both cruise and brake wires crimped in. To achieve the latter, spring the front of the fuse box off the bulkhead by lifting the catches that sit behind the, now empty, screw holes. The Fuse Box drops forward so that you can remove the entire second row of fuses by lifting the plastic sprig clips at each end. A white retaining rod runs down inside this fuse matrix and is withdrawn by simply pushing on the narrower end. Remove fuse B7 and use 2 small screwdrivers to release the spring retaining clip from the front of the matrix to release the spade type fuse connector. Cut off and replace with the new connector, crimping in both original brake and new cruise wire. This is undoubtedly the hardest part of the whole job and I must admit that I have simply soldered the new wire to the existing fuse connector until I can get the correct part from Porsche. The remaining cruise wiring harness is made up of 3 wires from the Cruise Connector and 1 wire from the back of the instrument panel (Cruise Indicator). It is strongly recommended to use different colours for all of these wires, as they need to run to the back of the car. The wire to the back of the instrument panel connects into the left hand or White main instrument connector. It needs to slide into pin 17 for the Boxster S. See EdB’s instruction for the Boxster pin assignment. I ran my harness down the right hand side of the car, although, the left side would follow the Porsche convention and be easier if you were running the rear speakers at the same time. It really is personal preference. I ran the harness alongside the single black wire (actually all the same bundle) until reaching the bottom of the driver’s door pillar. I removed the trim running along the sill by using a 5mm hex spanner inserted into the 2 small, blanked off, holes on the inboard side of the trim. Loosen these bolts 2-3 turns and then firmly lift up the trim panel. I had to move the driver’s seat forward and then back to get the spanner into the holes. I ran the cable through the void on the inside of the sill trim, using cable ties to stop rattles. At the rear of the sill I removed the carpeted panel running up to the rollover bar. This was done by undoing the small Philips had screw concealed in the carpet about 4 inches from the floor, and then loosening the small 8mm nut at the top of the panel just behind the rollover bar. By lifting and twisting the bottom towards the driver’s seat, the panel can be removed from the car. The wiring harness was passed up through the plastic sill trim (don’t use the hole for locating the carpeted panel that you have just removed) and around behind the seat belt inertia reel. For the next phase you will need to lift the rear of the hood to provide access to the deck above the engine bay. As part of the preparations for this job you need to have operated the hood mechanism until the tonnaeu cover reaches the highest point. From outside of the car locate the small plastic gutter at the rear of the fabric top and slide it downwards and out of the retaining clips. Next slide your hand under each side of the hood just below and behind the rollover bars to locate the ball connectors on each end of the hood tensioning wire. Simply pop these off the ball joints. The rear of the hood can now be lifted to reveal the top deck. At this point you also need to remove the lining from inside the rear luggage compartment. The simplest way to do this is to remove the bottom first and then the back as they interlock. You can remove only the back but this requires some confidence. To remove the bottom carpet remove the boot catch cover by undoing the 2 philips head screws. Next pop out the 2 press connectors to each side and finally unscrew the connectors above each of the light clusters. To the right of the boot opening you will find 2 plastic slotted connectors, these must be turned a quarter turn to release them. The bottom carpet can now be removed. The back panel is held in place along the top edge by 3 push fit connectors. Simply pull the bottom of the panel forwards, disconnect the lamp and remove the carpet from the car. I had taped a large cable tie to the cruise harness and managed to feed this from inside of the car, along just inboard of the rollover bar and out under the lining of the hood stowage. I ran the wires under the soundproofing on the deck and out to a hole at the rear right hand corner of the deck. This hole ran straight into the top right hand corner of the boot. I used a standard 25mm (20mm hole) rubber grommet to prevent chaffing on the wires. At this point you can run the wires directly to the Cartronic Engine Management Unit, or up and over through the hoop frame to join the remainder of the cars wiring. I did the latter which in retrospect serves little purpose. Once you have worked out exactly how long a harness you need, crimp the remaining 4 connectors to the wires. The new harness has to be added to the second connector down from the top of the Cartronic Unit. Once you have removed the connector you will see it is numbered 4 on the mounting plate for the unit. To get access to this 40pin connector you will have to remove the gold coloured anti-tamper shield. This is bolted in place using security nuts, however, they were easily removed using strong pliers. Remove the top connector that gives access to the one that you want. At the bottom of the plug are 2 small plastic spring clips, which release the connector blocks (2x20 pins). Pin No 1 from the Cruise plug (Blue) goes to Pin No 27 on the Cartronic Unit. Pin No 3 from the Cruise plug (Yellow) goes to Pin No 25 on the Cartronic Unit. Pin No 4 from the Cruise plug (Brown) goes to Pin No 19 on the Cartronic Unit. Pin No 17 from the Instrument Panel goes to Pin No 18 on the Cartronic Unit. Now all you have to do is put everything back together! The system will not work until the car’s computer is updated from a PST2. It cost me 30 mins labour to get his done for both OBC and Cruise. Be aware that 1 OPC refused to activate the cruise for me on safety grounds after talking to Porsche GB. They had previously told me that they would be happy to do the work (I did check before I started!). I have some pictures for those who may want them but don't want to clutter the site unnecessarily.