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Everything posted by pwarner

  1. I went thru a 2-week-past-certification-warranty CEL last year :o , but courtesy of this site and my OBDII reader found a simple answer: The MAF needed to be replaced (one of about six 911 parts you can replace yourself, not counting the tires). Fourteen months and 12K miles later, the MAF has failed again (and, no, I didn't buy the replacement on e-Bay). A recent car mag article on Boxters with the equivalent engine noted that they change MAFs "as recent as most people change underwear". Is this just a fact of life with the '99 991 engine? Is this why people spend the money to go e-gas?
  2. If Benz uses the same window control CPUs as Audi, BMW & Porsche, try this: You re-set the window "top" by raising the window (all the way) manually, releasing the window button momentarily, then hitting raise window again and holding it for a few seconds. Lower the window, then place a piece of cardboard or similar slim obstacle in between the window and the rubber gasket and try to reset your window at a slightly lower height. If it works, please pass it along
  3. The car is driven too frequently and garaged safely enough that I shouldn't have to worry about rodents. Another thread mentioned that a fuel tank flap (that could be causing my problem) is operated when you open the fuel fill cover. Is this accurate? Might I be looking at a faulty or sticky switch up at the fill cover?
  4. My '99 996 C2 exhibited the same symptoms...plus some idle hunting after a cold start...cleaned the throttle body and all is fine. So my question is: Why does a dirty throttle body have such a profound effect? Is it that the accumulated gunk doesn't let the butterfly come to complete closure, and the throttle position sensor is confusing a computer somewhere in the car?
  5. I having the same problem filling the tank with a '99 996 as was reporting by a later model year owner. I can fill it, but every two-tenths of a gallon the auto stop goes off on the pump. The same fix didn't apply - I've checked the fuses, and none are blown (even put a meter on E-6 just to be sure). Any ideas? Could the vapor control solenoid referenced in that other discussion thread actually fail?
  6. My '99 996 threw both right and left side O2 ODBII errors, and it turned out to be a bad MAF. If I remember the various threads I chased when it happened, it can be: The dirty MAF you already know about An after-market air filter This little rubber connector called something like "oil bellows" (but that threw lots of ODBII codes) An outside chance of a vacuum leak Good luck dealing with the folks you bought from...
  7. I think a similar design was in a "Wordless Workshop" in Popular Science eons ago
  8. I have a 996 / 99 C2 Tip car, I know first hand of P1124 P1126 codes as I was forced to drive with them for months before a dealer figured it out. Save your money there might be nothing wrong with your MAF. However there is a possibility you have two seperate issues. The real culprit of P1124 P1126 might likely a Crankcase Bellows tube located on the top rear of the motor. 996 107 237 52 Bellows tube, these go bad on all cars eventually and are very hard to get to with out a Lift to get the car at the right height and angle to replace it, a tear or hole in this tube will throw these codes. My story. http://www.renntech.org/forums/index.php?s...c=3583&st=0 If you search on "Bellows" you will find lots of info. D Man Thanks for the suggestion - I'd actually already read your post and done the contortionist act to inspect the bellows. In my case, it actually was the MAF. Throttlebody bolts are secure, as is all other fasteners and clamps on the intake/air cleaner body. Where do you suggest I tap in to get a vacuum reading? Any vacuum line will work. What is your MAF readings at idle with AC off? It's been a while (vaca, work insanity), and the car is running, but I wanted to close the loop. Per Car Code, I'm sucking a little over 5#/min at idle (AC off), and it goes up to 2.1+#/min when I rev it to 3 grand. This is natural induction - the car was stationary. I'm going to plug in the old, bad MAF and see what readings I get when I have the chance for the experiment.
  9. Thanks much - now I know how much time to budget for the project
  10. Thanks - No big feet here, so the mounting tabs must have failed (previous owner liked to wag the wing in traffic?). Will I find slack in the wiring harness behind the panel, or is this going to be a "sneak-the-fingers-in" repair?
  11. Anyone ever have their footwell wing switch fall behind the fuse panel? Any special considerations when I loosen the fuse panel to fish the thing out?
  12. I like it (the lumber ramps) - I have home-made ramps made of multiple layers of 1x12s, offset about 1" per layer, with a 2x4 at the top for a block. Just about anything can crawl up it (and you can back up them for rear-end servicing). But, your garage is too **** clean... ;)
  13. 120+ miles since I cleared the codes, no CEL, no pending codes :clapping: A few observations: While the various computers within the car were adapting to the replacement MAF, I experienced several periods of drivability problems: Idle hunting, flat spots in the RPM range, and other "non-linear feel" from the normally electric-motor-like boxer engine. At the time, I thought I'd dropped $270 on the part and I was still :censored:! Once it was all said and done, the car pulls like a freight train again...but it does take several days and multiple start cycles. And several questions for the online faithfull: 1) Should standard protocol for a DIY'r be to disconnect the battery when replacing a MAF? 2) Is the answer to question 1 really dependent on how old everything is? (eg, in my experience, doing this on a car with old plugs leads to several days' drivability issues). 3) What does Porsche do? Can they provoke reconfiguration to the new part with their equipment?
  14. OK, now I'm getting really perplexed. The CEL went off today, after 3 times the normal start/stop cycles of an average driving day (the relevant OBDII testing regime must be tied to engine starts). No, the CEL bulb isn't burnt out. I drive home, figuring my MAF replacement was the right diag :thumbup: and (as I read in a post somewhere) the "DME was getting used to the new MAF". I get home and I throw my code reader on and I still have the same assortment of codes: P1124/1126 registered, P0130,0150,0102 pending! :eek: Anyone ever see this kind of OBDII behavior before? Should I just short-circuit the whole process, and disconnect the battery as izzyandsue suggests?
  15. Throttlebody bolts are secure, as is all other fasteners and clamps on the intake/air cleaner body. Where do you suggest I tap in to get a vacuum reading?
  16. My ‘99 996 C2, 63K miles, totally stock, started throwing CELs a couple of weeks ago. The certification warranty expired end of June (planned obsolescence with precision German engineering!) :cursing: Initially got: - P1124 (cyl 1-3 O2 sensor - Rich Threshold) - P1126 (cyl 4-6 02 sensor- Rich Threshold) - P0102 (Mass or Volume Circuit Low Input) The P1124/1126 would re-appear reliably with a day’s commute. I got only two instances of the P0102 during a week. So far tried: 1) Cleaned the MAF & MAF plug with circuit board cleaner 2) Checked for loose electrical connections at back of engine bay (looked like where O2 sensors plug in) 3) Checked (as best you can with this car) for loose/damaged vacuum lines, crack in oil filler tube, oil fill o-ring condition 4) Jacked it up and inspected (again, as best you can) the oil bellows – looked OK, no fresh oil at all in vicinity of the tube 5) Pried out the rear deck rug to see if any plugs to the DME were loose (didn’t look like anything had been touched there since the car left Germany) 6) Put in a new MAF – exact Bosch replacement for my non-e-gas C2 The new MAF had an impact: Idle seemed improved, as well as throttle response. Unfortunately, the CEL reappeared on my next commute. Got the P1124/1126 again, plus pending codes: - P0130 (O2 Sensor Ahead of Cat (Cyl 1 - 3) - Intercore Short Circuit or Limited) - P0150 (O2 Sensor Ahead of Cat (Cyl 4 - 6) - Intercore Short Circuit or Limited) Porsche did the 60K servicing last month, so the car has new filters, etc… Any ideas, folks? I’ve been getting my data with an Innova 3100 ODB II reader (paid for itself about 20 times over). Will the product sold at www.obd-2.com provide the additional O2 sensor readings, etc… to figure out what’s really wrong with this 996?
  17. I beleive it is a T-20 Security Torx. If you can't find it locally, then you can get one here for about $2.20 (LOL -- $10 minimum order). Sears has a set Torx Security bits for short money: Craftsman 6 pc. Bit Set, Torx Security ® $9.99 Sears item #00925702000 Mfr. model #25702 includes sizes T-10, T-13, T-20, T-25, T-27 and T-30
  18. I've got repeated, simultaneous 1124 & 1126 (right & left O2 sensor) CEL errors that have been discussed in several forums, plus one instance of the generic P0102 (Mass or Volume Circuit Low Input). Certain discussion threads suggested a first fix was cleaning the MAF. What do you clean? There's the obvious diode-like element on one side; Should you spray into any of the orifices?
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