Loren

Well, you can hope it is a bad connection and try looking at and cleaning the electrical connection. To precisely determine the crankshaft position, a reference mark signal is required. Engine speed and reference mark are monitored via an inductive sensor. A larger gear notch in the ring gear (on the flywheel) serves as reference mark. The larger notch induces a higher voltage in the sensor. A soft iron core partially bundles the magnetic field produced by the permanent magnet which then enters the space and closes again through the magnetically conductive parts of the engine. A steel toothed ring moving past the face of the sensor affects the magnetic field. The change in the magnetic field induces an electric charge that is used by the DME. A fault code is stored in memory when no crankshaft position sensor signal is recognized within 60 crankshaft revolutions and the engine speed is above 500 rpm. 1 - Permanent magnet 2 - Sensor housing 3 - Engine case 4 - Soft iron core 5 - Inductor coil 6 - Reference mark Could be the sensor connection, bad sensor, magnet has fallen out of the flywheel or even a bad DME (but not likely). Test the sensor as follows: Remove connector. Connect ohmmeter to sensor connector, pins 1 and 2. Display at 20 °C: 0.8 - 1.0 k ohms Connect ohmmeter to sensor connector, pins 1 and 3. Display: 00 infinite ohms Hope this helps some...

Have a look at TSB 4/03 2804 Replacement Ignition Switch -- dated 11-24-03.

They are wrong - they need to read TSB 1/00 2445 Air Flow Sensor -- dated 4-18-00. "996 606 124 00 Old style HFM (2.7 and 3.2) 986 606 125 00 New style HFM (2.7 and 3.2)" The TSB also included update instructions for the PST2 to reprogram the DME. 125 00 was updated to 125 01 some time later.

996.521.421.00 Left control button -- MSRP $1.62 (as of June 2006) 996.521.323.02 Left rose trim (satin black) -- MSRP $5.46 (as of June 2006) 996.521.422.00 Right control button -- MSRP $1.62 (as of June 2006) 996.521.324.02 Right rose trim (satin black) -- MSRP $5.46 (as of June 2006) There is one right and one left per seat.

Insert a screwdriver into the hole in the module and press it against the top edge of the pawl. Press the screwdriver to the right arrow A and hold it while pressing up in direction of arrow B. The roll-over protection system is released. To reset just push them back down until they latch.

Navigation disks are available from NAVTECH. Their customer support number is 1 (888) 628-6277.

There is no guide or instructions. Porsche makes a custom harness for each car depending on it's ordered options. When a Porsche service tech orders a harness for a car he must specify the options - wait several weeks, then replace the original one step at a time. Needless to say very few Porsche service techs have done this. Tool Pants pics See the post here.

996.606.113.00 temperture sensor -- MSRP $40.60 (as of June 2006)

No, those part numbers are for much older Porsches. Please tell me left or right seat - front or rear?

Fault code 46 - Driver's belt buckle Possible cause of fault . Incorrect coding . Short circuit to B+/ground or open circuit in the wiring between the driver's belt buckle and the airbag triggering unit . Driver's belt buckle faulty . Triggering unit for airbag faulty The airbag triggering unit is: 996.618.219.02 with an MSRP of $481.36 (as of June 2006)

Airbag relay? Not on this car. I concur with Tool Pants perhaps they mean control unit. I really hope they ran their PST2 on the car and the problem is not a seat belt buckle or ground under the seats - which is very very common. If they will tell, you ask what the airbag fault code is. If they won't tell you, I would find another dealer/shop.

Pull the old one out and then push the new one in. It is that easy.

Check your PM. Of course you will write a DIY? ;)

All-Wheel-Drive Porsche 911 Targa 4 And Targa 4S To Go On Sale In November The Latest Model In The Current 911 Series, The Glass-Top Targa To Be Offered Exclusively With Wide-Body Profile And All-Wheel-Drive ATLANTA -- July 17, 2006 — Porsche today announced that the new 911 Targa 4 and 911 Targa 4S will go on sale in November, 2006. For the first time, the Targa models will be available exclusively with permanent all-wheel drive and a rear body profile that is 44 millimeters (1.73 in.) wider than the standard 911 Carrera®. Porsche’s Targa concept, originally launched in 1966 and named after the storied Targa Florio race, was the first car of its type to offer all the driving sensations of a convertible without sacrificing the benefits of a solid roof. Then and now, the Targa continues to evoke a distinct cache unlike any other sports car, conveying serious sports car performance with the free-spirited thrill of open-air motoring. As with the previous Targa model, the most striking feature of the elegant sports car is the large, sliding-glass roof and glass rear hatch, which blend sleekly into the classic 911 lines while providing the Targa with its own unique personality. A polished, anodized aluminum trim strip runs the entire length of the roof frame, emphasizing the 911’s classic silhouette. The glass roof is not just a styling exercise, however, as it also provides for a light, airy interior. Moreover, the electrically operated roof panel can be retracted at all vehicle speeds in only seven seconds, revealing a spacious 4.8 square-foot (0.45 m/sq.) opening. Made of specially tinted two-ply glass, the new Targa’s translucent top is 4.2 pounds (1.9 kg) lighter than its predecessor, and wind noise is kept low at higher road speeds by a newly developed sealing system. With the top open, turbulence within the cabin is also reduced by a wind deflector, encouraging open-roof motoring even at lower ambient temperatures. A semi-translucent, black-cloth sunblind provides protection from excessive sunlight, and both the glass roof and roller blind are operated by a rocker switch located on the center console. Gas struts make it easy to open the upward-tilting rear window, providing access to over 8 cubic-feet (230 liters) of cargo capacity with the rear seats in the folded position. The tailgate can either be unlocked by a switch on the driver’s-side doorsill or by the remote control button on the key fob. The 911 Targa 4 is powered by Porsche’s venerable flat-Six Boxer engine, delivering 325 horsepower from 3.6 liters. The Targa 4 will accelerate from 0 to 60 mph in 5.1 seconds (0-100 km/h, 5.3 sec.) and reach a top test-track speed of 174 mph (280 km/h). The more powerful Targa 4S variant features a 3.8-liter engine producing 355 horsepower. This model sprints from 0 to 60 mph in only 4.7 seconds (0-100 km/h, 4.9 sec.), and has a top test-track speed of 179 mph (288 km/h). Thanks to Porsche’s VarioCam® Plus intake-valve control system, the Targa 4 develops maximum torque of 273 lb.-ft. at 4250 rpm. The 3.8-liter mill in the Targa 4S provides 295 lb.-ft. of torque at 4600 rpm. In both of the new Targa models, power is routed via a standard six-speed manual gearbox with short, precise shift throws. Optionally, customers can choose Porsche’s well-known five-speed Tiptronic® S automatic transmission, which allows gear changes via rocker switches mounted on the steering-wheel spokes. As with the Coupe and Cabriolet versions of the Carrera 4 and 4S, power is transmitted to the pavement by a standard all-wheel drive system featuring a viscous, multi-plate clutch. Depending on driving conditions, the all-wheel-drive setup distributes between 5- and 40-percent of the engine’s torque to the front wheels. The all-wheel-drive system ensures well-balanced proportioning of power in corners during spirited driving and improves traction on wet or slippery road surfaces. The Porsche 911 Targa 4 and 911 Targa 4S go on sale in North America in November. Pricing for the new models in the U.S. and Canada is $85,700 (USD) and $119,100 (CAD) for the Targa 4, and $95,900 (USD) and $133,200 (CAN) for the Targa 4S. Porsche Cars North America, Inc. (PCNA), based in Atlanta, GA, and its subsidiary, Porsche Cars Canada, Ltd., are the exclusive importers of Porsche sports cars and Cayenne® sport utility vehicles for the United States and Canada. A wholly owned, indirect subsidiary of Dr. Ing. h.c. F. Porsche AG, PCNA employs approximately 300 people who provide Porsche vehicles, parts, service, marketing and training for its 214 U.S. and Canadian dealers. They, in turn, provide Porsche owners with best-in-class service. ### For more information, contact: Bob Carlson (770) 290-3676 or Paul Seredynski (770) 290-3514

They are all exactly the same as the 996 series. Have a look here

The bearing race is pressed into the wheel carrier with a hydraulic press.

Yes, you may need to aremove a plastic rivet or two.

Just use the emergency cable release behind the right front wheel well.

This is the PSE as it comes with the 997 X51 package.

Yes, Contributing Members automatically can view TSBs online here.

There is a six page TSB that covers installation of the Roof Rails and is available to view here for our Contributing Members (as are all TSBs). Contributing Members can view TSBs online, use the Retail Price Search feature, access the Contributors Only Forum. They can send attachments with PMs, image storage limits are raised for all Contributing Members, RennTech.org email addresses are available and a personal Blog. Contributions help defer the cost of running this site and providing this information to you. No one has to contribute but many members do. Without contributions this site would either have to go subscription or cease to exist.

The Durametric Software can read and reset many faults as well as report many actual values - but it can not do what you are asking. I have a PST2 and I'm not sure I know how (or can) do that.... Has someone had a dealer do this?

Most of the time the dealer has to replace the radio or amp. As I recall it's been more amps than radios. MY03 was a bad year for amps (IMHO).

There are a couple of TSBs on this. One is about replacement of the spring and proper greasing (not WD-40). The other is about grinding a small area off the clutch pedal that maybe rubbing.

If it happens when the brakes are not used then it is in steering and /or front suspension. The next step would be to jack the front of car up and turn the wheels side to side to see if you can hear whether it is in the suspension mounts or steering rack. I have heard of bad front suspension (shock) mount bearings as well as bad steering racks.