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JFP in PA

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Everything posted by JFP in PA

  1. JFP in PA
    Could just be a fluke misfire, I'd wait to see if it returns.
  2. JFP in PA
    The DME has to see the solenoids not activated multiple times before throwing a code. Which cylinders are showing the misfire?
  3. JFP in PA
    It can take a couple hundred miles
  4. 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.
  5. 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.
  6. JFP in PA
    So much for the accuracy of AI generated results...........................👎
  7. 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.
  8. 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"
  9. 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.
  10. JFP in PA
    That digital manometer is a $40 item on Amazon 😉
  11. 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.
  12. 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:
  13. 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.
  14. 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".
  15. JFP in PA
    You should see a vacuum of less than 5 inches of water at the oil cap as measured by a digital manometer.
  16. JFP in PA
    P1128 and 1130 indicate an overly lean mixture condition on both banks; typically, the result of an intake air leak or MAF sensor. Your Durametric should be able to see both the air/fuel numbers as well as the MAF values to confirm. P1119 is the code for a low heating current on the O2 sensor ahead of the main cat on bank #2. Common faults are harness issues with the heater circuit. I would consider clearing the codes and seeing what, if anything, returns.
  17. JFP in PA
    Reflector Nut - Porsche (999-076-056-01), about $1.25 each at retail
  18. JFP in PA
    Welcome to RennTech Most likely issues is either a camshaft timing actuator solenoid has a blocked oil passage or has failed completely. A Porsche specific diagnostic tool can test actuate the unit in question to test it for movement.
  19. JFP in PA
    Here is a video, rather long, the goes over the timing procedure when changing out the guide pads: https://www.youtube.com/watch?v=O037gHuapCI
  20. JFP in PA
    If your VarioCam system was not functional, the car should code indicating that. With the Durametric system, you can activate the solenoids one at a time while it is running and see the cam position change in real time, plus the car should stumble a bit if you do this while the car is at idle. Unfortunately, due to the size of the cam deviation on bank 2, my guess would be it is probably out of position due to the recent installation.
  21. JFP in PA
    When you did the repair, was the engine locked at TDC, with the cams also locked. In position after the engine was lockedatTDC?
  22. JFP in PA
    It is sounding more like the fets in he DME are not functioning properly. Again, the way the solenoids are supposed to function is one wire carries battery voltage to the solenoid when the car is running, the second wire runs to the fet in the DME which functions as a gate or switch that changes at a fixed RPM. In my experience, the wire going to the fet reads low (~3 volts DC) until the RPM target is reached, at which that wire turns into ground and the solenoid activates. You are indicating battery voltage on both solenoid harness wires, which will never activate the solenoids. As for the misfiring cylinder #3, electrically there are only three possibles: the plug is bad, the coil is bad, the coil harness connection is bad. So if you have power at the coil harness connector, and the connector is fully seated, you are left with the coil or plug. Pulling and replacing the plug is simple enough, and the coil pack can be tested by moving it to another cylinder to see if the fault code reappeared there.
  23. JFP in PA
    Typically, when an expansion valve fails, the high side pressure goes way too high and kills the compressor.
  24. JFP in PA
    The two not illuminated ( N & O ) are for the air bags and roll over bar extension on cabriolet models.
  25. JFP in PA
    We don't create the news; we just report it........................😉
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