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 log in 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 (limited)
- VIN Decoder
- Special Offers
-
OBD II P-Codes - Paint Codes
- Registry
- Videos System
- View Reviews
- 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)
jcorallo
-
Posts
39 -
Joined
-
Last visited
Content Type
Profiles
Events
Forums
External Paint Colors
Downloads
Tutorials
Links Directory
Collections
Store
Everything posted by jcorallo
-
OK I think adaptation is complete now. My generic OBD2 scanner gives readiness as go: readiness The fuel trims reported in the OBD2 scanner are still the same as stated above. Here are some screen shots of Durametric Actual Values. This is with a hot engine at idle: actual_values1.jpg actual_values2.jpg actual_values3.jpg actual_values4.jpg actual_values5.jpg Naturally some of the above values are moving around (e.g. O2 reading/ RPM etc) but the adaptation ones which are of interest TRA/TRA2 FRA/FRA2 are stable. The FRA2 is just within spec now - the ideal value is 0.96 plus or minus 0.03. It was 0.92 before I reset the DME and tried again. I guess it will drop further in time below 0.93 though... Jules
-
Yep no probs - its a slow process! Update on the Durametric - I got an email saying they think there is a problem in the reporting of the Segment A and B values which they looking at - they compared the Durametric with a PST2 on four of their own DME's. They believe both values are meant to read as 1.0 when adaptation is complete. This is different from what Richard above said as his manual says they should be zero when adaptation is complete. So the jury is out on this at the mo.... Cheers, Jules
-
The MAF and both pre-cat Lambdas are brand new - just installed last week....
-
Thanks Richard, I've got that now. tholyoak and insite - thanks - yes I'll be having a look to check for leaks. Although I'm wondering which side of the engine to look at because my VAG-COM / HEX-COM generic OBD2 scanner give the following Long Term Fuel Trims (LTFT): Bank 1 LTFT = -2.5% Bank 2 LTFT = -4.8% I'll be checking this again because the above values were only 1 day after I had reset the DME - I need to let the DME adapt so I'll post up again when these values seem to settle. With regard to the condition of the plugs, its the first thing I checked and changed as a matter of course. Note that the change of plugs had no effect on running. I've kept the plugs in numbered boxes so I'll double check tonight that there is nothing out of the ordinary, but they all looked the same from memory and in very good condition - which is what I guess I should expect, given that the DME has adapted so that both sides of the engine are running according to the Lamdba requirments. There was deff no oil or contamination on the plugs either. Cheers, Jules
-
Hi Richard, It says above that vehicle is 996, not 986. Do you have any information on these values specifically for a 2.5L RoW 986 with the DME 5.2.2? Or does this information still relate to my car do you think? Can you let me know the title of the manual you are using, and maybe send me a snapshot of that section from the manual, please? Cheers, Jules
-
I'll take the valve off again this weekend and double check that its OK - its quite quick to do this. I've also asked Durametric to check the Actual Values reported by their tool for Segments A and B. I'll report back when I hear anything. Jules
-
I didnt touch the swing door but I did unplug it with the engine running and it almost stalled out, then regained after a short while and idled happily without it, assume it was using ignition to keep idle. A DTC was then stored which I cleared. Jules
-
hi, I removed the idle air control valve at weekend and it was clean - no oil or gum. I did notice two clean scrape marks on the door section which I assumed were normal, like tracks? Cheers, Jules
-
Hi Richard, Thanks for this - the values you quote are all different from what I'm seeing and what my manuals tell me they should be... It makes me wonder if maybe the Durametric is mis-reporting the values in the DME for segments A and B ?? Given that they appear to be a factor of 10 out either way, if you see what I mean?? However, at least I now know what the values are meant to represent - its to do with adaptation - which is good to know at least. I wonder why your manual mentions the flywheel with regard to adaptation ???? Cheers, Jules
-
1997 Boxster 2.5 UK spec (RoW). 69,000 miles. 5sp manual gbox. I'm trying to diagnose the cause of some part throttle hesitation and cold start stall issues I'm having. Note that the MAF is brand new as are the Lambda probes. I've got the Durametric tool and there are no DTC's stored at all. So I was looking at the actual values after I took the car for a spin and got it all warmed up. Here are the actual values. First col is the component, second col is the expected value taken from the Boxster DME diagnostic manuals and last col is the actual value I got with the Durametric. I've highlighted in red font the values that were not in spec: Any thoughts from you experts? Also, what is Segment (A) and Segment (B) a measure of ?? What does this being out of spec tell me? Any help much appreciated. Cheers, Jules
-
Hi - dragging this topic up - did you replace the tube in the end?? Cheers, Jules
-
Durametric vs. Generic OBD2 scanner vs. PST2
jcorallo replied to jcorallo's topic in 986 Series (Boxster, Boxster S)
Thanks Loren, I did find this post during searching, but it doesnt really answer my question. I'm really looking for explicit examples where people have used an OBD2 scanner against the DME looking for running problems, and its said "no faults", yet the Durametric has shown "hidden" faults. There is an example of this on the Durametric web site here but I dont yet understand what class of faults might not be covered by a generic OBD2 scanner. Like I say, I'm thinking just about the DME here, and related to running problems. I understand fully that the Durametric tool will look at ABS, AC etc etc - but I'm not interested in that, just yet! Jules -
OK - we would all like a PST2 at home. But the nearest we can get is a Durametric, and failing that, a generic OBD2 scanner. The Durametric web site marketting blurb says their software can find DTC's that generic OBD2 scanners can miss. Does anyone have any direct experience of this grey area? Cheers, Jules
-
Hi, Does anyone have any genuine (i.e. not guessed) technical information regarding the cold start and Vario-Cam strategy on the Boxster engines? Mine is a 1997 UK model. Dont know if its relevant, but its a 5sp manual. This engine has two Hall Senders (Camshaft Position Sensors), but only one of them is hooked into the DME (the one nearest the rear of the engine / transmission end). What sequence of events should be observed during cold start, for example, as viewed through an OBD2 scanner? When should the DME go into closed loop Lambda control? Under what precise circumstances does the Vario-Cam solenoid activate? I read somewhere the cut over was dependant on oil temp? At what RPM's and what cam timing does the Vario-Cam give? Thanks in advance. Jules