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JFP in PA

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Everything posted by JFP in PA

  1. JFP in PA
    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
  2. JFP in PA
    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. 😉
  3. JFP in PA
    If the tach is not bouncing when the engine is turning over, you have no crank position sensor signal at the DME......................
  4. JFP in PA
    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).
  5. JFP in PA
    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
  6. JFP in PA
    Is your car equipped with a Tiptronic trans? Porsche put bigger batteries is some models that carried the tip..............
  7. JFP in PA
    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.
  8. JFP in PA
    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.
  9. JFP in PA
    These modules must be coded to the car as they can fit multiple vehicles.
  10. JFP in PA
    I doubt the two are related.
  11. JFP in PA
    No, you need a PST II or PIWIS system.
  12. JFP in PA
    Could just be a fluke misfire, I'd wait to see if it returns.
  13. JFP in PA
    The DME has to see the solenoids not activated multiple times before throwing a code. Which cylinders are showing the misfire?
  14. JFP in PA
    It can take a couple hundred miles
  15. JFP in PA
    P0150 is the code for the O2 sensor ahead of the main cat on bank #2 indicating shorted wiring harness. P1128 indicates a mixture issue on Bank #1. I would look to find the issue causing P0150 first, then clear the codes and see if the second one comes back.
  16. JFP in PA
    Welcome to RennTech ANY M96/97 engine built, or factory rebuilt, after 2005 and until the 9A1 engine was introduced (eliminating the intermediate shaft) carries the oversized non serviceable IMS bearing, period. No exceptions. Any from 2005 requires a visual inspection of the IMS to determine which bearing is in it, as it can go either way. No VIN, build date, or other data is remotely useful in determining which bearing it is; you have to pull it apart and look.
  17. JFP in PA
    So much for the accuracy of AI generated results...........................👎
  18. JFP in PA
    No, not all O2 sensors are necessarily the same; some have different length harness connected to them, others different connector plugs (rectangle vs. oval). Both codes are ones you have gotten previously, P1119 is often a harness or electrical issue; diagnostics involve checking the heater resistance (ohmmeter between pins 1 & 2 should read 1.8 - 2.5 ohm) and pin 1 to the sensor housing should read infinite ohms. If that is good, the next step is to chase the harness back to the DME for continuity or shorts.
  19. JFP in PA
    Welcome to RennTech Start by posting your request in the correct part of the forum: " Lost Radio Code - post your request here"
  20. JFP in PA
    The IM Readiness sensors have not yet reset in the DME, and yes, you will probably fail emissions until they do reset. You need to put some miles on the car to get everything to reset after repairs and code clearing, that is a trap the EPA built into the OBD II system to prevent people from clearing codes just before going for the emissions test.
  21. JFP in PA
    That digital manometer is a $40 item on Amazon 😉
  22. JFP in PA
    Then your AOS is probably toast, but it would still be worthwhile to get the correct tool and test it. Word of caution: DO NOT BUY AN AFTERMARKET AOS; we have seen many fail right out of the box, or worse yet, shortly after being installed. Factory part ONLY.
  23. JFP in PA
    Where did you get a vacuum gauge that reads in inches of water? Most read in inches of mercury (Hg), so 1 inch of Hg is equal to 13.6 inches of water. Yes, it could be the AOS, but be sure you are measuring the vacuum levels correctly. This is what we use to test the vacuum levels:
  24. JFP in PA
    Assuming your readings were taken at idle, engine warm, Range explanations: TRA idle for cylinders 1-3 TRA2 idle for cylinders 4-6 Adaptation range thresholds: Rich threshold: TRA 0.37 FRA 1.25 Lean Threshold: TRA -0.37 FRA 0.75 RKAT 1 & 2 is the low speed/idle speed adaptation on each bank, or fuel air ratio adjustment the DME is making by adding or subtracting extra fuel. 0% is in this case is a good value, no extra fuel is being added and no fuel is being subtracted. Yours is reading +4.5, indicating that the DME is dumping in fuel to both banks to make up for an excess of air, due to a leak in the intake system after the MAF.
  25. JFP in PA
    MAF values at idle should be 12-24 Kg/h, so yours is low, possible indication of an intake leak after the MAF. O2 sensor on bank #2 look somewhat normal, the sensor after the main cat should be a fairly straight line while the sensor ahead of the cat should be cycling in a sine wave fashion. Bank #1 however is problematic as the sensors are following each other, which says there is an issue on that bank. Suggest you run A/F data on both banks, what Durametric calls (correctly in Porsche speak) "adaption ranges".
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