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JFP in PA

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Everything posted by JFP in PA

  1. This is weird code set as it could go in opposite directions, depending upon which DME version is in the car. In your case, it indicates an overly rich condition on both banks that the DME cannot correctly bring back into range. Common faults include incorrect MAF signal, fuel pressure too high, and the EVAP cannister purge valve stuck in the open position.
  2. Overly lean conditions come from a couple of issues: insufficient fuel (low pressure or volume flow, plugged injectors), or intake vacuum leaks allowing too much air into the combustion process. As it seems to be on both banks, I would be looking at testing the fuel delivery system, or smoke testing the intake system looking for leaks. With the high idle fault, it is most likely a vacuum leak.
  3. Try posting your request in the correct section and might actually get the answer: Lost Radio Code - post your request here
  4. Correct, you run the same tests at the DME connector that you ran at the sensor, pins 78 and 20 at the DME connector should read the same as pin 1 and 2 at the sensor with the sensor connected to the harness: 0.8 to 1.0K ohms, which indicates the DME should be seeing the same thing you saw at the sensor. Pins 78 and 20 should show no connection to ground and testing the harness from pin 1 at the sensor end to 78 at the DME end should not show high resistance, nor should pin 2 to pin 20. If everything is good, it is not the CPS. And the sensor ground eventually goes to GP#9 and should demonstrate continuity to ground at the sensor end of the harness pin 3 .
  5. 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.
  6. 1. We would never use the Unro part, they have proven to be unreliable. 2. Test the CPS by disconnecting it from the harness. 3. Check the harness isolated from the sensor, checking all three wires for continuity, resistance, short to ground; then reconnect the sensor and see if the pins at the DME read the same as the pins at the sensor. We regularly see these cars with rodent and chaffing damage on circuits leading to the DME that cause all sorts of problems
  7. I would be testing the CPS unit itself, and the wiring harness from the CPS to the DME for continuity and shorts.
  8. If the diagram is correct to the car, yes, and the DME should see it at all times.
  9. The "reference mark signal" is the crank position sensor in Porsche speak..................... 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
  10. Durametric will also do the ABS bleeding process. As for routing the new hard lines, while I do not have any tips of videos to share, and having done similar jobs on other brands of vehicles, I can tell you that some hard lines are installed while the vehicle is bare chassis, resulting in the lines sometimes needing to be cut out of the car in sections as they cannot be pulled out whole unless the car is again disassembled. When we run into these types of applications, we resort to nickel copper (DOT approved) line that is malleable and can be snaked into position and hand formed to match the suspect line. This process requires having the necessary flaring tooling and line ends to create the replacement line, but one of the biggest advantages of using the nickel copper lines (besides the ease of shaping) is that they will never rust. 😉
  11. If the tach is not bouncing when the engine is turning over, you have no crank position sensor signal at the DME......................
  12. There are a variety of things that can prevent the fuel pump from running that will not throw any codes, including a blown fuse, a bad fuel pump relay, a bad pump itself, a wiring issue, and even the crank position sensor (the DME has a safety in it to prevent the pump from running if it doesn't see crankshaft rotation).
  13. As far back as the first 986 Boxster, even the owner's manuals noted that Tip cars carried larger batteries. They are listed this way in the general section of the official repair manuals: Ah/A 60/280 Manual Ah/A 70/320 Tiptronic
  14. Is your car equipped with a Tiptronic trans? Porsche put bigger batteries is some models that carried the tip..............
  15. The 1997 car used a different set up than the later ones, using an adapter plate between the cooler and the engine case, and a different cooler itself, so your best bet is to check with a dealer part department for the correct o-rings as your setup is unique.
  16. Welcome to RennTech Porsche stopped publishing their service manuals around 2004-2005; but everything is available on the PIWIS system,or by subscription, but are not inexpensive . Most of the aftermarket versions are pretty useless.
  17. These modules must be coded to the car as they can fit multiple vehicles.
  18. Could just be a fluke misfire, I'd wait to see if it returns.
  19. The DME has to see the solenoids not activated multiple times before throwing a code. Which cylinders are showing the misfire?
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