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JFP in PA

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Everything posted by JFP in PA

  1. JFP in PA
    Side of the bell housing, the sensor reads teeth the on the back of the flywheel to determine engine rotational position.
  2. JFP in PA
    And this is where it is and what it looks like on a non Turbo 996:
  3. JFP in PA
    It should be held by a plastic clip in between the intake runners for cylinders 4 and 5.
  4. JFP in PA
    The man is getting good at this............................................ :thumbup:
  5. JFP in PA
    You can make a lot of power out these engines without resorting to blowers or hair dryers. Raby has posted some big numbers for 2.9L engines that are pretty reliable, and I understand he has been working on something in the 3.8L range that is a killer as well. But in either case, he has gone through the entire assembly and relpaced all the weak bits first (rods, pistons, cam followers, cylinder liners, etc.) to make them substantially stronger. Even stock 3.2L or 3.4L are a big jump over a stock 2.5L.
  6. JFP in PA
    Can also be the crank postion sensor, which causes the DME to shut off the fuel pump. You can pull the fuel pump relay and rig a bypass jumer wire to test the circuit without the relay in place (do a search, has been written up before).
  7. JFP in PA
    To my knowledge, version 6.3.1.7 is the most current.
  8. JFP in PA
    There are no "overflows" on these engines, the oil system is sealed because it operates under a slight vacuum (around 5" of water). It also does not take much oil to make one Hell of a mess. Suggest you need to clean off the engine so you can look for where the leak(s) are coming from. Could be the AOS, the oil fill tube, or any number of other places where actuators or sensors come out of the system.
  9. JFP in PA
    The 2.5L M96 were know for weak cylinder walls, particularly near the bottom (hence D-chunking). We are not fans of taking any M96/97 above atmospheric for a variety of reasons, and the 2.5L least of all.
  10. JFP in PA
    Glad you got it sorted, now go enjoy both your lady and all that HP under your right foot.........................
  11. JFP in PA
    Yes, all M96/97 engines are similar and are susceptible to the same issues, some more than others.
  12. JFP in PA
    Quite often, the voltage regulator is the issue but fortunately can be changed out as a less than $50 DIY. Car should be showing around 14V at idle, much less than that is an indication that either the regulator or the alternator itself is on the way out. You can usually get the alternator tested for free at auto parts stores.
  13. JFP in PA
    Another option is to call Gbox and discuss your exact problem(s); the $4,500 gearbox probably needed a lot of work, yours may not. And you should not be focusing on if a repair is recoverable at sale, they often never are; but you also need to recognize the potential reduction in value a bad transmission will have at sale time. If we get a car in for PPI with wonky gear box, we automatically assume the potential "pull and repair" cost as a "deduct" from the asking price........
  14. JFP in PA
    Depends upon what they find when they examine the innards of the transmission; recent overhaul on a six speed out of a Turbo ran $4,500, but the gear box was right when it was finished.
  15. JFP in PA
    A lot of people use the "Wal-Mart alternative"; it is just a 35% urea mixture. The easiest way to fill the tank is with the correct bottle, but then that has to be filled from the larger container.
  16. JFP in PA
    Don't know about that; I've driven a couple of Gbox fully rebuilt transmissions, and they 1-2 shifted fine, cold or warmed up. Granted, not cheap; but I would bet it would be less than the cost of going to a five speed, not including the hit the price of the car would take.
  17. JFP in PA
    There is only one way, the six converter bolts are removed through the starter opening after removing the starter. They are positioned in three sets of two each evenly around the flywheel. You will also need special tool 9595, which is a 5/16 rod with a knob on the end that is inserted into bell housing and retains the converter with the transmission (keeps it from falling out while removing the trans). This is covered in detail, with diagrams, in the Bentley 996 manual, a worthwhile investment.
  18. JFP in PA
    AdBlue is supposed to refilled about every 10K miles, or when the dash warning indicates you are running low. Nothing needs to be reset, the system is totally automatic.
  19. JFP in PA
    There are some "knock-offs" running around at a variety of prices, some are clones of older versions of the software, some are not even a Porsche system (some are even older versions of the Durametric software). Problem remains that even one based on the older PIWIS software is both out of date and cannot be updated with the latest version of the software when Porsche adds new stuff, like the ability to turn off the clutch oil cooling system when servicing the PDK. You have to be very careful when spending thousands to buy something from a Chinese website that Porsche has already told you they will not sell you; you could end up with something questionable and of very limited utility, and with no recourse to get your money back.
  20. JFP in PA
    Half shafts are different as well, as are the rear hubs, carriers, and ebrake assemblies.
  21. JFP in PA
    I'm a bit of a "belt and suspenders" person, so I would vote to take a pass on the track time until the car is correct. Perhaps others might want to chime in on this................
  22. JFP in PA
    Time flys when you are having fun...............
  23. JFP in PA
    I'm pretty sure it has to be monitored at all times Mike, we have had more than one car towed in because the owner thought it had a dead fuel pump that turned out to be a bad CPS. Normally, when the CPS goes, you get hard starting, particularly when hot; but not always. The CPS is also the DME's reference for ignition timing (it has to know exactly where the engine is in its rotation cycle in order to pick the correct moment to fire the plugs in relation to that rotation). It is also the baseline reference for cam deviation values. If the OP has a loose, pinched, or frayed wire carrying the CPS signal to the DME (remember, the car has just been apart), all Hell can break loose for the DME......
  24. JFP in PA
    Have you actually watched the fuel pressure during one of the cranks but won't start sessions? Along with providing the DME with the crank position data, if the DME looses the CPS signal, it will shut the fuel pump off because it thinks the engine is not turning. It would be very interesting to see the CPS signal via a pin out box at the DME because if there is any interruption of the signal (pinched or frayed wire, etc.) the DME would promptly shut the fuel supply off...............
  25. JFP in PA
    If you are trying to test it, the Durametric software or a PIWIS/PST II can activate it; otherwise Loren is correct, the DME will run the fan if and when needed.
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