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JFP in PA

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Everything posted by JFP in PA

  1. And just as an observation: Noises when loading or unloading the drive line are rarely related to the side carrier bearings; the more likely suspect is the pinion bearings......
  2. Welcome to RennTech The carrier shims are outside the carrier bearings, item #10 in this diagram: Pre load measurement: The backlash or free play should be in the range 0.12 to 0.22 mm. Here's a picture showing its measurement with factory tools. Have fun..................😉
  3. Asking what a cat life span should be is like asking "how high is up". Multiple factors come into play, type of fuel use, quality of fuel used, how the car is driven, oil consumption levels. etc., etc. The factory cats were warrantied (thanks to the EPA) for eight years or eighty thousand miles. Only problems we have seen in aftermarket cats are performance consistency and build quality, so if you want a long-life unit, go factory.
  4. Let's start with the most obvious first: P0420 (or 0430 for the other bank) is a three-way main cat efficiency failure, if the two O2 sensors on bank 1 are reading correctly electrically, the OBD II manual recommends clearing the code, road testing the car, and checking to see if the code is back. If it is, the cat is on the way out. POIS: This is Porsche Side Impact Protecting system, or side airbags. One of your codes indicates a lack of communication in the system, which could just be a control module reset or replacement, which is going to require a PIWIS system. It could also be a simple wiring issue. PAS: Porsche Active Safe, or PAS, is an advanced driver safety system designed to limit forward collisions by using a powerful front-facing radar scanner to detect other vehicles. You would need a wiring diagram to determine what terminal 50 is, but 8004 is a PCM/Radio code - that says the CAN bus is not connected.
  5. Welcome to RennTech If you are referring to the I/M Readiness test showing the cats are not ready, you may have a bigger issue. The cats show ready when they meet certain electrical signal parameters coming from the O2 sensors: If the cats do not meet this threshold, and the O2 sensors check out OK, one or both of the cats could be on the way out.
  6. That may be the alarm system wire that attached to a special connection on the radio surround cage.
  7. "The Boxster 2001 cars are by far the most flexible in which engine you can install in them. The 2001 cars still have the 7.2 DME installed, but most of the other systems of the car were upgraded in anticipation of moving towards the 2002 CAN bus system that integrates various electronic systems on the car. With the exception of the anti-lock braking system, the proper CAN bus systems are integrated into the 2001 chassis and allow the easy installation of the later 7.8 DME. As a result, you can install any 1997-08 Boxster or 996 Carrera motor into these cars without too much difficulty. You can swap in any replacement engine of the same displacement from 2000-02 without having to remap the DME. (for example, a 2001 3.2L Boxster with a blown motor can accept a 2002 3.2L engine with no remapping needed). These cars ran the Bosch Motronic 7.2 system, which uses an electronic throttle body, linked to an electronic gas pedal (also known as drive-by-wire). When installing an engine into one of these cars, you need to use an electronic throttle body and corresponding crossover tube that matches that engine. (I.E. use the electronic throttle body from a 2000 or later 996 Carrera when installing a 3.4 engine)."
  8. I wouldn't discount fuel pressure/delivery rate until you have tested it. You can also run the car with a laptop in it using the Durametric software and have it record engine parameters to see what suddenly changes, but that will not help you with the fuel system, for that you need a test gauge as the DME does not record fuel pressure or delivery rates.
  9. Try 999-166-075-02 😉 It is called a "Hinge Plate Lock Nut - Porsche" in Porsche parts speak.............
  10. Welcome to RennTech You are witnessing the limitations of using a global OBD II tool instead of a Porsche specific tool. I suspect that there are either pending or active codes you are not seeing. The P1130 code is good example; that is the code for an overly lean condition on bank two, possible due to an air leak in the intake system, low fuel pressure or delivery rates, or a fouled injector; any of which would prevent the car from reaching IM Readiness.
  11. Your coolant system should always be able to hold 24-26 inches of vacuum for 15 min. after the evacuation system is shut down; the leak you saw the last time could have been this part.
  12. The system will not function unless the handbrake light is on, you need to find out why that is not happening.
  13. Engine off: 3.8 +/- 0.2 bar (55 PSIG) Engine idle: 3.3 +/- 0.2 bar (48 PSIG) Fuel delivery rate: 850 ml in 30 seconds
  14. Having a bit of a hard time trying to decern which component is in your photo, and you supply more useful photos or description?
  15. This is a poster child for how not to store one of these vehicles. Gas that old is more varnish that fuel, and I would suspect is part of your problems, along with the fuel pump. You need to test the system's fuel pressure and delivery rates for a start.
  16. Maybe..................the factory bolts were 10MM hex drive, but the factory replacement bolts are T55 torx; torque spec for both is 85 Nm/ 63 ft-lb. You should not reuse the bolts in any case.
  17. When you buy brake fluid, you typically have no idea how old it is, or how it has been stored. A properly sealed container should be a zero for fairly extended period, but because Dot 4 is so hydroscopic, and some containers, particularly plastic ones, are moisture permeable and can suck up moisture sitting on the shelf. That is exactly why we test them.
  18. If you look at your picture carefully, you will notice that the "crust" deposits look like they start higher up and run down to the bottom, which is normally the way leaks work, so your leak may be further up and running down to that point, where it dries out and crusts. I would clean off the area and regularly check to see if you can spot the leak source. I would also consider adding a bit of Uview's coolant dye, which allows you to use a "black light" source to pinpoint the exact source of the leak, as even if it dries out, it leaves a trail back to the source:
  19. Silver_TT has a valid point, a fresh container of Dot 4 fluid should read zero moisture, not 1.5%. We tried the test strips once, found them to be very misleading and very often inaccurate. One of the main advantages of the digital tester, besides dead on accuracy, is that you can test the fluid while it is still in your car. While that sounds more convenient than useful, using the digital tester on customer cars, we have found that for some owners, we don't need to change the fluid as often, sometimes 4-5 years between flushes, and without any concern. That alone can be a substantial cost savings to the owner. And we also test every container of Dot 4 fluid when we open them, if any are above zero, they get sent back and replaced with fresh containers that test properly. So if you haven't done so, do not use your new fluid, that moisture level is already nearly out of spec; and if you have used it, get some fresh Dot 4, test it, and then reflush the vehicle.
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