Jump to content

Welcome to RennTech.org Community, Guest

There are many great features available to you once you register at RennTech.org
You are free to view posts here, but you must log in to reply to existing posts, or to start your own new topic. Like most online communities, there are costs involved to maintain a site like this - so we encourage our members to donate. All donations go to the costs operating and maintaining this site. We prefer that guests take part in our community and we offer a lot in return to those willing to join our corner of the Porsche world. This site is 99 percent member supported (less than 1 percent comes from advertising) - so please consider an annual donation to keep this site running.

Here are some of the features available - once you register at RennTech.org

  • View Classified Ads
  • DIY Tutorials
  • Porsche TSB Listings (limited)
  • VIN Decoder
  • Special Offers
  • OBD II P-Codes
  • Paint Codes
  • Registry
  • Videos System
  • View Reviews
  • and get rid of this welcome message

It takes just a few minutes to register, and it's FREE

Contributing Members also get these additional benefits:
(you become a Contributing Member by donating money to the operation of this site)

  • No ads - advertisements are removed
  • Access the Contributors Only Forum
  • Contributing Members Only Downloads
  • Send attachments with PMs
  • All image/file storage limits are substantially increased for all Contributing Members
  • Option Codes Lookup
  • VIN Option Lookups (limited)

JFP in PA

Moderators
 View Profile  See their activity

  • Posts

    8,816

  • Joined

  • Last visited

  • Days Won

    207

 Content Type 

Everything posted by JFP in PA

  1. JFP in PA
    Welcome to RennTech. No, you cannot "clone" a Porsche key, this is a specific element built into the system to prevent auto theft. Each uncut new key has a unique RFID "pill" in the head that communicates with the vehicle's security system. A new factory key comes with a tag with coding information that has to be entered into the vehicle's security system with a PIWIS unit (dealer's computer system) to accept the key after it has been cut to match the vehicle.
  2. JFP in PA
    If it needed to be reprogrammed, the car would not start, which is not your current problem.
  3. JFP in PA
    Have you check your fuses? Often, then the immobilizer shorts, it takes some other circuits out with it. I would also look the electrical section of the ignition switch; is a known weak point that can cause various things to stop working for no apparent reason.
  4. JFP in PA
    Under the driver's seat is an electronics box which is the heart of your car's immobilizer and security system, which has gotten wet and shorted out. You need to remove it, dry it out, and get rid of any corrosion that may have occurred during the flood. Do a search for the how to's, this is a very common problem on the Boxsters.
  5. JFP in PA
    Porsche switched from the M96/97 design engine to the 9A1 in model year 2009. The 9A1 does not use an intermediate shaft, so there is no bearing to worry about.
  6. JFP in PA
    Well, while they are not that expensive, they rarely ever need to be replaced, so I would look at them first. You just might be pleasantly surprised.
  7. JFP in PA
    Unfortunately, this kind of issue is all too common with aftermarket units. You might have been better off finding a nice used pair out of a rear end wreck.
  8. JFP in PA
    New Porsche OEM replacement parts or aftermarket?
  9. JFP in PA
    Yes.
  10. JFP in PA
    On the front of the cylinder head, adjacent to the plastic cam plug (blue arrow):
  11. JFP in PA
    Isn't 996-355-755-59 the part number for an ABS relay?
  12. JFP in PA
    You need to tread carefully when modifying the ports on these heads. Cleaning up and port matching is always useful, but beyond that is the realm that requires considerable experience, expertise, and some significant equipment, like a cylinder head flow bench. When most people think of head porting, they envision enlarging the ports and runners, and then buffing them to a mirror like finish; only problem is that bigger is not always better in this area, and quite often the best final runner finish is somewhat textured. Unfortunately, the only way to determine what is optimum is to basically ruin a set or two of heads testing various configurations and then verifying the actual flow improvement on the flow bench at various cam lifts to determine what is going to allow the heads to move the most air. Along the way, this process will also identify when the modifications have gone "over center" and the flow performance starts to drop off, which would require welding up the heads and starting over. Once the desired combination is identified, its technical specs are then fed to a CNC machine so that the profile can be reproduced accurately on customer's heads whenever it is needed. I know Len's shop has done a lot of work in this area on air cooled engines, so I would suspect he also has some background with the water cooled as well.
  13. JFP in PA
    Try this: http://www.planet-9.com/reviews/electronics/p384-durametric-tutorial-part-2-advanced-functions.html
  14. JFP in PA
    No picture.............
  15. JFP in PA
    I seriously doubt it is IMS related, but to prove it, remove your oil filter and look for ferrous metal in large quantities. No metal, not IMS related......
  16. JFP in PA
    I would still load test the alternator, it would not be the first time I have seen a defective replacement right out of the box, and it needs to be eliminated as a possible factor.
  17. JFP in PA
    The wire to the alternator is a 12V power. The voltage drop I referred to comes from corrosion inside the primary wires, not necessarily the terminal ends, which is why you need to run a voltage drop test across the leads to find it. It may not affect starting, but can appear as the resistance grows with heat in the engine bay, You may also be encountering diode drop out in the alternator itself, or a voltage regulator issue, either of which could be seen on an alternator load test.
  18. JFP in PA
    Have you done a voltage drop test across the primary battery cables? These cars are well known for having internal corrosion in the primary cables that leads to no end of electrical gremlins.
  19. JFP in PA
    Yup.
  20. JFP in PA
    We have never seen any change in how the vehicle operates, regardless of what data is, or isn't entered into the system, so the conclusion is that it does not seem to matter, making it a data store more than anything else.
  21. JFP in PA
    All this system is trying to do is to record the battery install information for later retrieval during diagnostics. It does not do anything, it just keeps the information with the vehicle as the owner typically is often vague about such minutia when asked.
  22. JFP in PA
    There is a simple twist test that the flywheel needs to pass to be consider OK to reinstall. If it fails this test, it cannot be repaired, it must be replaced. As for replacements, stay with the dual mass design, it is the only torsional and harmonic dampening device in the rotating mass, changing it for a single mass unit can result in noise, poor drivability, and ultimately to fatal engine damage, regardless of what your read online.
  23. JFP in PA
    Unfortunately, most cooling system additives are band aide solutions in search of a problem, and do little (if anything) to solve cooling system issues long term.
  24. JFP in PA
    Welcome to RennTech. Most likely a communications error in the airbag system. Could be a ghost code, or one or more of the system wiring connectors is either loose or corroded.
  25. JFP in PA
    True, but by far the biggest issue of running pure water is corrosion, not freezing.
×
×
  • Create New...

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.