JFP in PA

Check out post #4 immediately above yours.........................

You really don't want to go this route for two reasons: First, you are buying an illegal clone of the only aftermarket software system that supports Porsche owners. Secondly, along with potential harm the unknown system can cause, at best it is at best an old and extremely out of date version of the Durametric software, which cannot be updated as doing so will brick the cable ( a little trick that Durametric built in to foil the rip off artists that try to steal their system).

That can also be done with the Durametric system.

The engine numbers on the M96/97 are independent of the VIN numbers. Is their a topic on here to use for decoding the engine numbers? Anyone know of a Porsche experienced machine shop or rebuilder in the southeast U.S.? You need to do a search, it has been discussed before. There is a table that breaks down the engine number sequences: http://www.porscheclubgb.org/clientftp/Register/996/faq_engine_transmission_codes.pdf Probably the best M96/97 engine shop in the world is in Georgia at Jake Raby's shop: http://www.flat6innovations.com/ Thanks. I have been reading on Raby's site for an hour now. Probably can't afford the rate. I would like to attend the engine rebuild school though, but can't afford to go to Costa Mesa for the initial training through Worldpac. I have pictures of two of my engine numbers. The torn down one back from M/M is a 66Y which would be correct for the 2000 car (not pictured). The Craigslist complete motor is a 66W which equals 1998 model. That would be a real early 996, right? I bought it as a 2000 model. Seller may or may not have known. I see no rear seal or IMS leaks. The motor is plenty oil filmy but not oily wet. I removed the cam plugs and rotated. Cams are turning and appear to be ok. Seller said the motor was making a "noise" in the 3-4k rpm range. Only thing I can find is a few small black plastic piece out of the sump pan and a few in the pickup screen. No metal debris. It appears to be incredibly clean. I am tempted to install a starter and hook a battery to it and perform a compression test in the floor???? Would their be any drawbacks of using a 66W engine? There is an old adage in high performance engines: "Speed cost money, how fast do you want to go?" With factory reman short blocks costing nearly the same a some of Jake's complete engines (which would carry all the upgraded parts to replace the stuff that gives you greif in a factory engine), some of his engines are actually quite reasonable if you think about it. The black plastic bits you found in the engine are most likely chain wear pads debris (common wear item):

You definitely have lost the cam drive on at least one bank, possibly both. With the engine out, you need to pull the cam covers (you will need cam holding tools for this) and you will see which ones are gone.

The engine numbers on the M96/97 are independent of the VIN numbers. Is their a topic on here to use for decoding the engine numbers? Anyone know of a Porsche experienced machine shop or rebuilder in the southeast U.S.? You need to do a search, it has been discussed before. There is a table that breaks down the engine number sequences: http://www.porscheclubgb.org/clientftp/Register/996/faq_engine_transmission_codes.pdf Probably the best M96/97 engine shop in the world is in Georgia at Jake Raby's shop: http://www.flat6innovations.com/

Depends upon your budget and which style IMS is in the car. An '01 car probably is a single row, but there is still a chance it could be a dual row, when you take it apart you will be able to see the rear IMS flange which will identify which one is in the engine. There are no lists of VIN's or any other data that will tell you this, you have to look. If it is a single row, my first choice would be the LN IMS Solution; cost more, but is a permanent fix. Second choice would be the new LN IMS Pro dual row replacement for the single row bearing. If it is a dual row factory bearing, the LN dual row has proven to be a bullet proof replacement.

This is what can happen with a light weight flywheel: Aside from the noise and chatter, the lightweight flywheel cannot absorb the harmonic forces that the dual mass is there for, and the cranks do not like that. As for the clutch, the standard clutch is all you really need, it is what we put in our customer's cars.

A 2002 would have Litronics, either from the factory or as an aftermarket kit that Porsche offered at the time which was very popular. If the car bears the 601 code, the Lits should be factory and include auto leveling and diagnostic capabilities, while the aftermarket units would have auto fill in (low beams swing up to fill in the high beams) but no auto level or diagnostics. This can be verified during a PPI.

The engine numbers on the M96/97 are independent of the VIN numbers.

Did the fan work normally before you installed the fleabay wiring harness? Does it work correctly if you remove the harness?

Click here to Donate

Are you referring to the spark plug tubes and seals?

Generally, no, more likely they would see a power fall off and increased oil consumption.

Hmmmmmmmmmm.....you could be playing with fire here. Prior to model year 2000, Boxsters did not come with the larger 18" wheels for a reason: The chassis pickup points for the suspension mounts were not strong enough to handle the strain imposed by the larger wheels. After some customers suffered floor pan/bulkhead failures while running larger wheels and tires on the early cars, Porsche released a bulletin advising against their use on pre 2000 cars. On cars built 2000 and later, the weak areas were reinforced with thicker metal and welds, eliminating the problems. As you are not only going to even larger wheels. but pronounced offsets and even spacers, you could be heading for long term problems.

It is more than the number of chains, the methodology of how the various electronic modules and controllers communicate has changed multiple times over the years, moving away from a simple network over twisted pairs, to extensive use of CAN bus technology, and even fiber optics. Each technology update had an associated DME version change, killing off a lot of easy mix and match engine and component swapping. VarioCam became VarioCam Plus and added variable valve lift technology. Putting one of these newer technology engines in an older chassis requires a huge amount of swapping modules and fabricating harness connections to tie it all together. While these swaps can be done, the view typically ain't worth climb as you end up with a car with more money in it that it will ever be worth, and one that scares off potential buyers.

If the metal grit was ferrous, you would most likely have an IMS bearing heading south. The spin on's can easily be cut open using tools as various as an exhaust pipe cutter (about $15 at Harbor Freight) to some sophisticated filter cutters:

Probably not anything to be overly concerned about, but I would suggest using a spin on oil filter if you are not already doing so.

Why support buying an outdated and illegal clone of the system rather than supporting the only firm that continues to support Porsche owners? Get the real thing, it comes with both support and unlimited updates, and can easily be sold on if you move away from Porsche ownership.

And we have seen the C141 when there was a break in the communications loop, so it may not be easy to ignore.

Welcome to RennTech :welcome: Actually, it seems rather odd that both sensor would go out at the same time, sounds more electrical or electronic in nature. I would start looking at the wiring harness for the sensors to make sure something has not come adrift or shorted out. I would also disconnect the sensors and check them for possible shorts as well.

If it really is a "failed" LN unit, it would be a rarity. LN has only had about a dozen or so of the 12,000 plus installed units since 2009 develop problems, and most of them were traced to installation issues or other non IMS problems that generated metal grit that ultimately took out the bearing, so I would be rather circumspect of their comment without additional information. Removing the rear seal does help both the dual row and the non serviceable OEM bearings, but does not help the single row units much as they seem unable to deal with the mechanical loads. What stumps me is that to remove the seal, the car has to be in a configuration that is literally moments away from replacing the OEM bearing with a much better ceramic hybrid bearing, but just removing the seal is still, it is better than nothing.

Not unusual for a car that has been sitting for prolonged periods. I would say follow your mechanic's lead and then put some miles on the car before retesting it. It just might surprise you.

I understand it wouldn't see most of the systems, I just want to reset the airbag light and if it can't I would buy a cheap OBD2 code reader until I figure out what I need for the long term. Porsche has always been pretty protective of certain systems, including the air bags. Most inexpensive systems cannot even see the 996/997 airbags much less reset them. You are going to need a Porsche specific tool for that.

The dash gauges in these cars are not known for their accuracy, so I would not be overly concerned. Swapping out the cluster requires buying a new one (read $$$$) and having the system programed to the correct mileage using a PST II or PIWIS. Hi JFP, Just so you know we can take used clusters and do mileage correction at a fraction of the cost of a new cluster. Its plug n play no programing needed. We have a lot of other services that you might find useful. PM me if you want to get more info. PS: I also agree with RFM i would start to test the wiring/connectors for excessive resistance first. Thanks, my intention was to inform the OP that if he decided to go with a replacement cluster, the mileage issue is not a backyard DIY for most "shade tree" mechanics as it requires the use of diagnostic tools most do not have access to. I would also have to agree with Loren in that if someone has replaced the gauge faces, that could be the source of the inaccuracy.