JFP in PA

As a shop, we worry more about reading and resetting codes, system activation functions, and other service related issues. The Durametric is pretty good in those areas. Coding or programing is not something that we encounter frequently, so it is not that much of a downside issue. The Durametric is not perfect, and in fact may only be 75-85% as capable as the current OEM PIWIS system, but many of the so called "problems" you see people ranting about on the web are more often than not operator related, and many can be traced back directly to Porsche. Durametric cannot directly copy the functions of the PIWIS system, Porsche owns and closely protects those rights. So they are left to find a work around to get to the same end result in order to avoid Porsche's legal rath. Add in Porsche's penchant for throwing curves at you (some cars have DME's that are totally different from their normal architecture and are even from another supplier; Porsche knows all about it, Durametric has to figure out why a certain car does not communicate correctly while others of the same model year are fine) and problems are going to crop up. Porsche also seems to not totally respect their own demarcation lines on things like which version of the DME, ABS, or PSM software should be in the car because of the model year, and a vehicle that should have a 7.2 DME really has a 7.8. Try and scan the car as the 7.2 it should be, and you get weird or no results; reset the software to 7.8 and everything is fine. Now stop for a moment and think about what can go wrong when someone with little or even no diagnostic experience tries to asses a problem. Even the mighty PIWIS is not immune to problems, I know of several incidents where Porsche techs could not communicate with the cars, and ended up calling around to independent shops for ideas. I have also heard that there are "tricks" to getting the PIWIS to work on some cars that the techs pass around amongst themselves as well. We seriously looked at acquiring a legitimate PIWIS unit, but the combination of the outrageous cost structure, the fact that Porsche burned early lessors of the first PIWIS when they released the new system, and the fact that while the lease documentation clearly states that systems leased by "outside entities" (read non dealers) will have "certain functions disabled", you cannot get a straight answer as to what is left out of the system before you plunk down nearly twenty grand a year, we deicided that the shop is both creative and intuitive enough to run with the Durametric Pro system.

You should also be support firms like Durametric software who continue to constantly improve an already excellent package that allows both "backyard" mechanics and commercial shops to completely avoid the OEM system.

The constraint of trade was class action, and it still failed......twice.

Good start, but you should get a PPI by someone with a lot of history with these cars and that has either a PIWIS or Durametric system to scan its history for over revs, etc. The money a proper PPI costs is a very wise investment.

Yes, a failing AC line or component can make a fairly loud sound when it vents off the gas. Have the AC system tested for operating pressures, bet you find yours is zero..........

There already has been more than one "constraint of trade" action at the Federal level claiming that all of the OEM's have something like this only to prevent independent shops from competing with the dealerships; but each time the OEM's lawyers got it thrown out.

Looks like a cheap after market gasket. Unless it leaks, I'd leave it alone. While you should dump at least 1 qt. of fluid into the converter before installing it on to the trans, don't fill the trans itself until it is in the car, and then do it according to the OEM refill technique.

Before you go to pull the heads, which means pulling the engine, check the plugs, leak down the engine, and bore scope it; you need to know what you are dealing with before you try and start fixing things.

First of all, normal maintenance on your 996 is to do a compete brake and clutch hydraulic system flush with new fluid at least every two years, which entails replacing all the fluid. This is critical to get all the absorbed moisture out before it starts to corrode some of the expensive bits like your ABS and PSM valves and controls. If you had a loose line or connection, I am not at all surprised you found a bit of air in the system. When you release the brake pedal, a loose fitting will pull air into the system. Over time, this can amount to quite a few large bubbles in the system. And you are not the first to discover that the spokes on some of these wheels protrude out past the tires, we see it all the time.

Could be a couple issues; loose valve guides will cause the engine to suck in oil, as will rings that have not seated properly. I would start by pulling all the plugs, noting there cylinder locations, and check hem for evidence of oil. If you spot one or more questionable plugs, have a leak down test run on those cylinders for ring or bore issues. If you get some questionable leak down values, time to drop a bore scope in the cylinder to look for the problems.

Yea, I'm happy with the deal. I don't see a bunch of earier turbos for sale, so happy I could find one I could afford! :) I bought the Boxster S new for my wife and I have taken care of it. Always garaged and only 11,000 miles on it so it's like a new car! Hopefully the next owner will take care of it. Also hoping this 911 is as reliable as the Boxster. You will find the Metzger lump powering the Turbo to be one of the best engines Porsche ever made from both a proven durability and performance perspective. Good luck with it.

As noted, that would be both expensive due to getting the Immobilizer codes plus the alternate DME itself. If Promoitve cannot help you as noted by Silver_TT, I would just dump the program and be done with it; we have never been a fan of these aftermarket software for multiple reasons ranging from emissions problems like you are experiencing to the software causing misleading general diagnostics problems (these things often create bogus outputs to keep the car from coding, so when you are trying to find a problem you never know what data is real and what isn't). At the end of the day, before and after dyno pulls have shown that many of the supposed power gains often grossly over stated and are marginal at best. These programs are also the kiss of death to any OEM warranty as Porsche has put a draconian automatic system in the PIWIS network that can easily catch modified DME coding and promptly kill the warranty world wide in seconds. As the result of these problems, we look at aftermarket software as a "deduct" item on cars we get in for PPI...............

All these codes indicate an interruption of the signal from the DME to the injector coils. OEM manual procedure is to check the individual injector wire harness from the injector to the DME using the infamous 9616 pin out box, looking are resistance and voltage. While this could be a wiring issue (like rodent damage), because all the injectors are out, it may also be a DME issue. you would rule out the fuel pump correct..thanks for the quick reply A fuel pump failure is not going to cause a communications issue with all six injectors. You can quickly rule out the fuel pump as an additional problem candidate by connecting an appropriate fuel pressure test gauge to the test port on the fuel rail, if it generates pressure and delivery rates within specs, there is nothing wrong with it.

While the TPMS can be shut off, very few shops would do so because of the liability exposure for defeating a Federally mandated safety system. Simply is not worth it...........

All these codes indicate an interruption of the signal from the DME to the injector coils. OEM manual procedure is to check the individual injector wire harness from the injector to the DME using the infamous 9616 pin out box, looking are resistance and voltage. While this could be a wiring issue (like rodent damage), because all the injectors are out, it may also be a DME issue.

True enough, but I think it is in the poster's interest to see what Wayne has worked out to address this question.

I'd suggest this is a question that should be posted on one of Wayne's forums to answer as it is his product.

If that's the case, expect to pay about $100 for the CPS, which may or may not be the issue, but could be both quickly and easily tested and eliminated without the expense...............

As I noted, the mechanics are not that difficult or complicated, it is purely a matter of where your head and your wallet are at, and your comfort level.

I'd start by checking the circuits on that fuse for a short to ground, it is not uncommon to pinch or abrade a wire doing an engine install.

If you run a search, you will probably find more data on the subject than you really wanted; this is a common DIY project.

Physically, neither is hard to replace with decent tools, although there is some stuff in the way. That said, when AC mechanical components are replaced, you also need to adjust the oil level is the system (Porsche actually has a chart listing how much oil should be in which component). You will also need the correct lubricant (typically PAG oil) to wet the seals on component connections when reassembling (you cannot use just any oil for this). Once assembled, it needs to be leak tested under vacuum to make sure none of the connections you touched are leaking before refilling with gas. Most shops, mine included, will not warranty a recharge if we did not do the parts swap, too many potential issues outside our control. So, at the end of the day, you have to ask yourself how much risk you are willing to absorb in trying to save the money.

I believe you are correct.

Please do not double post, it is a violation of forum rules.

Here ya go: Excessive resistance, particularly in the ground straps, is a well documented problem with these cars. Porsche has even released updated cables to address the issue. Some of the cables are not fun to get at, but when they show signs of problems, they have to be replaced.