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About Duram

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Profile Information

  • Gender
  • Interests
    Software, cars, particularly car software

Profile Fields

  • From
    Bend Oregon
  • Porsche Club
    PCA (Porsche Club of America)
  • Present cars
    1962 250 GTE
    1989 964 C4
    1998 993 C2S
    1999 360 F1
    2001 M3
    2002 M3
    2004 Cayenne Turbo
    2007 Cooper S
  • Former cars
    54 356 Cabriolet 1500 normal
    70 911 S
    99 Boxster w/3.4 996 motor
    65 Datsun Fairlady that was in the Nissan Museum

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  1. You want the ignition on but without the engine running. You should see all the lights on in the dashboard. When you run the adaptation you will hear the throttle body open and close as it does it's adaptation.
  2. It is not a programming error, if that were the case the car would not run. You probably need to run the throttle body adaptation. Maybe someone here knows if it will automatically adapt eventually or not. Each time I have flashed one with a performance file, I have had to run the adaptation to get it to run smoothly. The camshaft code, may not be related to the running smoothness. Your best bet is probably to ask Evom about the problems. If you have Durametric you can run the adaptation by selecting Engine -> Basic Settings -> then enter channel 60 then click "On". Then watch the status on screen until it is done. After that the idle should be smoother.
  3. Most new car dealers use what is called "Matrix pricing" it is just a formula that makes inexpensive items more expensive. It usually looks something like this. 0.01 to 0.99 List Price times 3.5 1.00 to 4.99 List Price time 2 5.00 to 24.99 list price times 1.5 25.00 to 100.00 list price time 1.25 over 100 list price no markup Each dealer has there own matrix pricing table, but most of them use it. This is why you will see that some dealers will have a part for .80 and others have the same part for 2.40. The best deals are the places like Sunset, where they have a straight cost plus 15% markup for parts. Most dealers give discounts to shops, and only the largest shops get this level of pricing. Most shops get list minus 20% larger shops often get cost plus 20%. So when you are getting cost plus 15% it is a very good deal. For you to get this price, the part has to be order on their stock order. The dealers place two types of orders each day, Daily, and Overnight also known as VOR (Vehicle Of Road). When a dealer places an order on the stock order if it is in stock at the PDC (Parts Distribution Center) it arrives 3-5 days later. By using the stock order this benefits the dealer with an Obsolescence credit usually 2.5%. So if the dealer orders for you a part on a stock order with a cost of $100 they would accumulate an additional 2.50 to their obsolescence credit. Once each quarter, the dealer uses this obsolescence credit to return old stock to the manufacturer. They submit a list of there oldest parts that they would like to remove from stock. The manufacturer sends back a list of the parts they would like sent back and the rest are destroyed. Likewise if they order a part on the overnight, they get no obsolescence credit and they have to pay freight for the part. This is why if you need a part in a hurry, and the dealer has to order it overnight you really pay for it. For your big ticket items like the 600 window assembly, all dealers should have the same list price as the pricing matrixes usually cut off around $200. But you will still get the best deal by going to one of the cost plus dealers and letting them order it on their stock order. Personally I prefer to buy everything at my local Porsche dealer, as I have a good relationship with them. They give me a 20% discount so I end up paying more then with Sunset, but to me it is worth it. A lot of times the dealers will give you a discount and not charge you the matrix if you just ask them for it. Or ask them for the shop pricing.
  4. One thing you could do is get a used oil analysis from a place like Blackstone labs. The results will usually tell you if there is a problem that needs to be addressed and if you are using the right oil for the current state of your engine. When you get an analysis from them they usually give you advice about the analysis and tell you if you should be using a different oil. http://www.blackstone-labs.com There are other labs as well, but I have had good results from Blackstone.
  5. I agree with JFP in PA, but would like to add that when you go to a single mass flywheel you are reducing the weight of the flywheel significantly. This has a benefit of a slightly faster revving engine. If the ECU is not tuned for it, you may have a stalling problem when coming to stops.
  6. The gauge face is not available separately from Porsche. When you order the car you get a different cluster part number. There is about a dozen different part numbers. I suspect that some of the aftermarket companies will make gauge faces for these eventually. I have had a 981 cluster on back order for 4 months so I have not had a 981 specific cluster apart yet. But I have had the Panamera, and 2011+ Cayenne cluster apart and they look to be a similar design. Because of the LCD and associated electronics, these new clusters are much more difficult to disassemble then the old clusters were. So while a DIY change over of the face plates would be possible it will be a much tougher job then the previous model cars were.
  7. Most of the 2003-2010 Cayenne control modules use VW/Audi (VAG) type of functions. The VAG functions are totally different then the other Porsche control modules. The VAG special functions are Adaptation, Basic Settings, output tests, and coding. Not all control modules support all of these special functions but Durametric offers support to all of the functions that are supported by the control module. All of these functions are available to all versions of Durametric (Basic, Enthusiast, Professional). These functions were implemented in a way that is similar to the VW factory system instead of the Porsche factory systems. The reasons for this is that it gives the users capabilities beyond that of the Porsche factory tool. For example, if you wanted to run the throttle body adaptation. This is sometimes needed if a car has been tuned. This option does not exist in the PIWIS. But if you go into Durametric and select Basic Settings on the DME, then enter channel 60. It will run the throttle body adaptation. There is a wealth of diagnostic knowledge out there for VAG cars. By exposing these modules with a VAG type interface users can perform many operations that are not documented or supported with the Porsche factory tool. The only control module with significant coding in the Cayenne that uses Porsche specific coding and would not be supported by the enthusiast version is the CAN gateway on 2005-2010 cars.
  8. You do not need a Porsche shop to do the test, any smog station can do it. Not many European specialist are smog stations because the equipment and dyno needed are very expensive without much profit to be made. With your car unless it is modified should pass no problem. When I still lived in California and converted my Boxster to 996 motor I was worried I would have problems smoging it. If they had looked at the engine and compared the emissions diagram it would have been failed because it no longer matched the Boxster labeling. But they did not bother to open the engine compartment, and it passed no problem.
  9. The Enthusiast kit can perform the coding and adaptation function on many of the Cayenne modules including the level control module.
  10. Can you use your diagnostic tool to scan the other modules in the car and post the results. Just run a "Short Test" from the functions menu or the toolbar. Usually with VES the other modules other then the VES are more telling then the VES itself. I am starting to think more that it is the Alternator. But it is still possible that it is the VES module. I can lend you one of my modules and you can use Durametric to code it to your car to see if it fixes the problem. If it does you can just buy me a replacement or send mine back to me.
  11. The airbag light was triggered because the airbag module could not detect the seat belt receptacle of the removed seat. Airbag faults will retain the code until it is cleared even after the seat is reinstalled. Just wait until you put the seat back in then have someone with a diagnostic tool (Porsche factory tool, or Durametric) clear the fault code for you.
  12. Since you have access to a diagnostic tool you can access both kessy and the module labeled "Rear / Doors" this is the rear body module that controls the locks on the rear hatch. If you do not have any relevant fault codes on either of these you are going to have to do some more specific troubleshooting. The communications with kessy being lost may be part of the problem or it may be that the module is going to sleep on you. You might try accessing it with the engine running to see if you can stay connected. If you do not have codes that are helpful you might check the handle contact pad. If this pad is not working or has a loose connector it could be the problem.
  13. I can check what I have but I am not planning on going to the office on till Wednesday.
  14. Ok, I found my notes, but as I recall the coding notes should show up in the coding screen in Durametric. This module is coded the VAG was where the coding is a numeric value. When you go into the coding screen you should see a number that is your current coding value. You should make a note of it in case you want to change it back to the stock value later. The default number should be something like 15511 Here is what is shown in the help display in Durametric: ?xxxx: Specifies how the headlight vertical aim is controlled +1 = Headlight aim is controlled by level sensor as part of the level control system+2 = Headlight aim is partially controlled by level control and uses additional external sensor x?xxx: Height adjustment of front wheels +0 = -25mm+1 = -20mm+2 = -15mm+3 = -10mm+4 = -5mm+5 = Standard setting+6 = +5mm+7 = +10mm+8 = +15mm+9 = +20mm+10 = +25mm xx?xx: Height adjustment of rear wheels +0 = -25mm+1 = -20mm+2 = -15mm+3 = -10mm+4 = -5mm+5 = Standard setting+6 = +5mm+7 = +10mm+8 = +15mm+9 = +20mm+10 = +25mm xxx?x: Vehicle Type +0 = Bentley+1 = Porsche+2 = Phaeton xxxx?: Country coding (usually set to 0 even in USA) +00 = No additional choices+0 = ROW+1 = USA So if your stock setting was 15511 this would mean your car is: 1(first digit) headlight airm is control by level sensor as part of the level control system 5 Standard height setting in front wheels 5 Standard height setting in rear wheels 1 for Porsche 1 for USA In order to change to a lower setting you are going to change the second and third digits to the new value of -25mm or whatever height you want to select. so if you changed the coding to 10011 this would leave the other options the same and set the coding to a 25mm lower for both front and rear axle. After you make the change to the coding go back and run the adaptation again. This time do not try to trick it by inputting different values yet. Just measure the real values from the vehicle and enter them into the software as directed. After this the car should be 25mm lower then before. If you want to go lower still you will then have to trick the software. Start the adaptation again and this time take the measured values you have and add 10mm to them. This will make your ride height at 35mm lower then stock. Now while a lot of people that do this and it is a common mod I am not sure it is a good idea. When I did this on my Cayenne a few years ago I had some problems with the system and ended up having to re-adapt the system several times to get it to not set off a warning.
  15. It has been a while since I have had one apart, about 5 years I tore one down to the MCU. When I was doing it I did not care if I broke something as I would never put it back together again. Basically I had to sacrifice one of them to discover the MCU pin layout. You can remove the gauge faces by first removing the needles. just carefully pry up with a fork. You can put a piece of paper under the face so the fork does not mare the surface. I believe the LCD's are soldered onto the board. If you have a hot air rework station they are easy to remove just heat it up and pull it off. I may still have some of the parts from what I took off it if you need something I can search for them. Once you have it ready for your Boxster you will need to change the mileage to match your vehicle. And you may have to update the radio code depending on the year. Before you go too far you should make sure that the clusters are the same generation and compatible with your Boxster. There are a lot of different versions of the cluster, that typically match the DME type and CAN bus topology used in the vehicle. For example if your Boxster uses Motronic 7.2 (ME72) then the cluster you are installing needs to have come from a 996 with ME72. Sounds like you got that part all worked out.
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