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Everything posted by berty987

  1. I suspect the sensors are already fitted for oil pressure and battery voltage as the 987 has indicator warning lights if either fall below a set value. The question is whether the wiring loom to the existing 987 cluster is a CAN based loom or multi strand. I seem to recall there being some discussion its a CAN based system and the cluster is linked to the rear DME ( ECU) so that clocking the car is not possible by swapping the cluster. I suspect you would need the official PWS tool to re learn a new cluster to the original DME and then configure the cluster as a 911 part, thus activating the additional inputs on the CANBUS so the additional gauges were activated. I know the 987 and 997 share the same rear DME this allowed me to retrofit the PSE to my 2005 987 using the signal from the 997 PSE code in the PWS to activate the DME output. As I recall you connect the PWIS to the ECU then tell the PWIS it is a 997 rather than a 987 and use the 997 options menu to activate the additional functions you require. If the 987 and 997 use the same canbus architecture ( ie all the signals are there ) you may be able to simply add the 997 clocks, but I think it still needs coding to the rear DME
  2. I have a 987 3.2 which is a pre production model with a few prototyp labels, so it has a few anomalies in terms of parts fitted , so far I have discovered a different AOS and the rear ARB which differ to the standard PET parts list and the ECU seems to have a different AFR setting. I am about to overhaul the rear suspension and again have a few part numbers which don't seem to match the PET listings. Though I˙m sure I can fit standard parts , if they are different or unique I would like to keep the originality. Rear Coffin arms are 996 341 341 08 - I think this is a standard part same used on the 986 and 996 Track control arms are 997 331 245 03 and 996 331 245 10 - Parts listing seems to suggest 045 in the last 3 digit series ( one side may have been replaced ) Long Fork Arm 987 331 143 02 - Again an unusual part number, generally its listed as 043 in the last 3 digit series Any help much appreciated.
  3. I took a vernier to a cayman r pse and boxster spyder pse , the tube that connects the rear muffler to the manifold are different sizes 47 and 55. the bigger diameter gives a deeper note.
  4. Unfortunately you wont be able to fit the base model cluster either as the speed range is different and i suspect the clocks are calibrated to the model based on the pick up from the gearbox / wheel hub and gearing used. You could try contacting reap automotive in the uk , they have been changing clock faces on porsches for many years.
  5. For power increases on a 3.2 987 there are some cost effective options which give real gains. First up is to replace the 68mm throttle body and split intake plenum with the larger 76mm unit from the later 3.4 boxster/ cayman engine , used parts will set you back around 200 plus a set of silicone reducers to make it fit, for another 50 odd pounds. Adds around 8-10 hp. Next step would be to have an ecu remap for around another 400 pounds and will give about 10 hp. After that you are into exhausts and manifolds which are pricey , starting at 600 for manifolds or rear systems on a budget going upwards to 4000 for a complete system from someone like milltek. Expect another 5-8 hp peak from these mods. Forget air filters they are not required on the 987 as its already well over specced.
  6. The Bose system consists of an amplifier plus additional speakers. The PCM / CDR must be coded to use the MOST system to communicate with the amplifier. The Bose amp will also have its own power as well as the speaker output loom which goes to the door, dash and rear speakers in the sub woofer box. You wont find a TSB on retro fitting BOSE because porsche didnt offer it as an aftermarket option. Ideally you need the wiring diagram and the workshop guide for replacing individual components.
  7. Interesting project but I think you need more than the motor and a set of new clocks. The 987 S uses either a 3.2 or 3.4 engine depending on the model year (3.2 up to 2006 and 3.4 after), the 3.4 is an M97 engine which uses variocam plus so there will be more to the wiring loom and control in the rear DME. The 3.2 engine will aslo use a different engine map to the 2.7 so the DME must be changed or at least modified with the correct fuelling and ignition control. Then there comes the issue of the main gateway being coded for a 2.7 but the DME being a 3.2 or 3.4, I.m not sure how the engine swap gurus overcome this mismatch. The S clocks are ranged differently to the 2.7 model due to the different gearing and final drive ratio , are you planning to fit the S transmission as well as the motor to overcome this ?
  8. The 3.2 engine is an M96 and uses a single row 20mm bore 47mm outer diameter by 14mm thick 6204 bearing, the later cars use a larger bearing. An LN engineering upgrade is available that replaces the standard bearing with a ceramic hybrid unit and can be done with hte engine in place without the need for a full strip down. Its still a costly exercise as the gearbox , clutch and flywheel need to be removed to gain access.
  9. Will be interesting to see if Porsche either release the rights for navteq to sell update discs or launch a new update themselves. The mapping data on the 2008 disc is actually 2007 ! That makes it 5 years out of date ...............At the moment the only choice is to buy a map DVD from Porsche.
  10. Are you able to eject the CD you put in the PCM to do the upgrade ? The PCM has a software reset by pressing 148 on the keypad. Alternatively you can pull the fuse that powers the PCM in the fuse box and leave it out for a few minutes. The PCM update should be done only when you are sure you know what procedure is required. This means you need to interrogate the PCM first to find its current software level and what other devices software levels are on the system. Depending on the date of manufacture and options fitted , sometimes a Bose update is required or in a few cases a complete replacement of the bose amp to a newer model.
  11. The 987 3.2 had a motorsport AOS developed for it ( I have the prototype fitted to my car !) , but it was never offered as an official option. The actual option code identified but never listed was 661 Verschaerftes abgasconzept ( roughtly translated - stricter emissions concept) . Whether it was ever actually intended for motorsport we will never know , but its similarity in design to the 996 motorsports AOS suggests it shares much of the same capability. The part number for the AOS and associated hoses only exists in the main dealer "special parts" catalogue. Unlike the 996 motorsport AOS , the 987 part has provision for the secondary air pump found on the boxster and design of the 987 engine layout (reversed to the 997 / 996). With the 987 3.2 engine being essentially unchanged from the 986 (ie its still an M96 variant and uses the same throttle body and inlet manifold , heads / valves etc) I suggest the motorsport AOS will actually fit both the 986 and 987 cars. The price is somewhat prohibitive at nearly double the 996 motorsport part. Here in the UK the part is listed at close to a thousand pounds ! Details of the part can be found on planet-9.com here : http://www.planet-9....stallation.html Here is the thread which shows the subtle differences between the boxster and 911 "motorsport" part and original part: http://www.planet-9.com/cayman-boxster-modifications/25166-oil-separator-modification-pics-aos-motorsport-vos.html Others on the planet-9 forum have experimented with cutting and modifying the 996 part to look like the 987 original. Not sure if the 987 part would be allowed in motorsports race series , but suggest its more likely than a 996 part as its developed for the car as a specific part (even has a 987 part number !). What other "hidden" developed parts for the 987 or any other model exist we can only guess. Every now and then I'm sure another gem will come to light.
  12. mwswenson is correct. The 987 uses a diversity antennae on the pcm or singular antennae from the windscreen on the standard stereo. The connection under the windscreen cowl is I beleive for the PCM/ navigation antennae . The connection for the radio antennae is under the passenger footwell cowl.
  13. You dont need to update the PCM software , only the Navigation software. This is done as part of loading the navigation DVD . The only time a separate disc is required is when the PCM or navigation software is pre level C ie the map DVD originally is 2006 or earlier.
  14. I beleive the I tunes format is different to that of standard MP3 , this may be the cause of your problem. Have you tried using MP3 files that are not from I tunes ?
  15. Hi Volker. First you need to remove the headlamp from the front of the car. There is a metal tool for doing this in the tool kit in the front luggage trunk behind the cover where the warning triangle is located. To remove the headlight you need to open the front hood and remove the rubber bung in the bulkhead next to each headlight. Insert the tool and rotate by 90 degrees and the headlight will become free to remove. Take the headlight out and remove the 4 screws on the rear cover. Looking inside the headlight you will see a small metal tag on the rear of the headlamp reflector, next to the tag are two stamped letters O and T. O is set for the country of origin (in this case RHD ) T is for touring (IE LHD). You need to move the lever/ tag on both headlights to the T setting.
  16. sounds like a gateway or most fibre optic issue. Everything comes from the PCM so check its ok and try resetting it by pressing 148 .
  17. There is also the option of an LN engineering bearing upgrade.
  18. 2006 map DVD will already have post code search facility enabled. When you enter the town , enter the post code first 4 characters. The post code function is designed for europe so only works with 4 digits in the uk , then lists the options for that entry.
  19. I LOVE stickers ! :jump: LOL . I hear stickers are good for 10 more hp. Phillip, Turbo's like yours are much easier to squeeze more power out of, and when i had a turbo (mitsubishi) I was like a kid in a candy store buying every upgrade possible. I did see major gains in power, but I also inherited major frustration from all the little things that started going wrong too. Seemed like I was always fixing or adjusting boost problems like little leaks or vacuum lines popping off all the aftermarket stuff. I feel your pain. You still have an awesome beast with or without the upgrades. bert987 ... interesting info, I did not know 2.7 and 3.4 use same headers on cayman's.. Wow, larger throttle body.... hmmmm Is there programming involved? One other thing that stood out from the article and also stood out from a gold meister tech I talked to at Porsche is this... The article and tech confirmed that basically the headers are a part of a system designed by porsche as a unit. Headers alone will not necessarily give you the results you want. They may shift when and where your peak torque hits, but the hp may not be what you expect. So basically consider the entire system and not just single upgrades or parts... now, about that throttle body... ;) Having done both manifold experiments and also throttle body upgrades , I know from dyno plots that the throttle body gives real world Hp figures that can actually be felt and used on the road. Personally i dont fall for the marketing hype or the price tag that suggests something is worthwhile because its expensive. The TB upgrade on my own car achieved between 8 and 12hp gains with more results mid range than at peak power. Torque also increased by a significant amount . The mod has been verified by at least one other and suggested to be more worthwhile than manifold and ECU tuning put together...Its certainly worth a try , particularly if you can source a used throttle body and plenum , rather than paying new prices. In terms of value for money its an outright winner , direct bolt on (though you will need silicone reducers to fit the GT3 plenum to a 997 3.8 manifold and requires no ECU retune, the car does this compensation all by itself. From my own experience I would suggest the X51 manifold design is more likely to give a sporty sound than the 3 into 1 design of the standard item , and may well be more to improve the customer satisfaction than any significant improvement in Hp. If you look at any "performance" manifold its usually equal branch and a common collector rather than a branch design which to me suggests the increase in bore of the X51 is to give a deeper sound and compensate for the losses of the branch design. I've also found the branch rather than equal length design gives a more sporty sound as there is more occasion to hear sound collision in the manifold (ie crackles pops etc). I fully agree that the exhaust should be considered as a system rather than looking to improve it piece meal , particularly if performance gains are desired.
  20. Thanks for posting the article , very interesting indeed. The article makes comment on displacement and restrictions in the engine / exhaust , but the X51 headers are used on a gas flowed head and in conjunction with different cams , as a result the effects of fitting on a standard engine are not guaranteed or indeed matched to the current state of tune in your vehicle. Having experimented with different de catted standard manifolds on a 987 of differing designs (3 into 1 collectors with longer primaries and larger diameter versus shorter unequel branch with smaller primaries) I didnt see significant differences in dyno plots between the two designs , despite a difference of 4mm on the primaries diameter. What does seem evident is that removing restrictions , such as catalysts , seems to reduce power mid range whilst allowing more power top end and for a sustained period (ie not such a sharp drop off in power to the red line) . The article gives an insight into header design but its a fact that the 2.7 and 3.4 cayman use identical headers despite differing engine capacities and valve sizes. This to me suggest the differences in primaries and the design is possibly less significant in smaller engines such as the 3.8 and 3.4 porsche than larger 6 and 8 L V8's on which the article is based. Personally I would leave manifold tuning alone and save the cash on fitting X51 headers for aftermarket items from a known supplier like supersprint. Unless you have already fitted a GT3 throttle body , this may be a more beneficial upgrade than fitting the manifolds , as it improves mid range torque and top end power. On a 3.4 cayman with smaller capacity engine the gains from upsizing the throttle body from 75 to 82 are close to 25 hp , for a larger capacity engine such as a 3.8 I would expect similar if not better gains.
  21. Your PCM is already at level 3.2 so all you need is a new update map DVD and the multimedia update CD for the navigation drive. As you are already using a 2005 map you should have TMC operating currently , if its available in your country. It only works in Europe though , not the USA. The update makes a few changes to the ability of map zoom (ie scale available) and more points of interest etc, but little else.
  22. Plenty to choose from but decide if you want a loud and boomy exhaust or a more moderate sporty sound. take a look on planet-9.com at the cayman options these are identical to the boxster. If you were in europe i would say there is only one option and thats a carnewal. www.carnewal-europe.com. these sounds great cost about 350 Eu (very reasonable) have no boom and also remove the rear cats for a slight performance gain. The re use the original exhaust so look completely standard and fit perfectly as a result.
  23. The M96 and M97 engines have the same achillies heel in the design and position of the IMS , its bearing and the stub shaft carrier that positions it. Porsche have revised the design a number of times over the engines life culminating in a much larger single row bearing and more substantial stub shaft carrier. There seem to be fewer cases of IMS failure on the M97 variant than on the earlier M96 but putting it into context the number of failures versus the number of engines is still relatively small (probably 2-5 %). The isue with htis particular failure is that its both difficult to predict and sudden in its failure ,coulped to the fact it generally requires a new engine afterwards. There has been much speculation and debate as to why some cars suffer these failures and others do not but in the main there is no conclusive answer and little the owner can do to ensure that they never suffer this problem. The only answer is to consider the IMS bearing and carrier an expensive but necessary consumable and replace with either an uprates bearing and carrier (such as the LN solution) or consider the cheaper alternative of replacing the bearing with a standard one (albeit without the orioginal grease seal) and fit an uprated stub shaft carrier. Due to differences in IMS shafts not all cars can enjoy these upgrades as a simple in situ retro fit , some will require a modified IMS shaft to accept the single row bearing which increases costs as the engine needs dismantling. My advice is to consider the options carefully and either embark on the warranty route or preventitive maintennace if you feel you will lose sleep over the potential risk.
  24. 2000 Eu sounds very expensive , I assume this includes not only the new wheel but also airbag and the control module to interface with the car CANBUS. You will also need to get the wheel recoded by a dealer so the new module is recognised. If you are simply looking for a recontoured wheel that is thicker then a cheaper option would be to get it recovered or buy a wheel from Techart that can re use your existing wheel controls and airbag. Personally I went the techart route.
  25. Unfortunately there is no readilly available switch I am familiar with. The switch you see in my post was self made along with the bracket , I made a few kits up as spares to sell to anyone that wanted to save the time and hassle of making their own. D6 is a pulsed input from the switch panel. A11 is feedback from the DME to illuminate the PSE switch. When you remove the plugs from the DME its easy to see which chamber is C14 if you look closely at the plug the chambers are labelled at each end eg 11 and 20. Just make sure you remove the correct plug and carefully SLIDE the block connectors from the cover before trying to add any new cables. If you decide not to use the DME to control the PSE you can wire directly from a 12V switch to the PSE actuation solenoid , the other side can connect direct to ground/ earth.
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