saraf

Weatherstripping dropping into the fan blades is not too uncommon on older cars. In many cases you can go in through the front trunk where the pollen filer is. Remove the filter and reach inside to feel for the debris or weatherstripping and remove it.

Thanks for the quick and helpful replay.

Saraf

Another inquiry.

How does one get to the air blower fan situated behind the dash board (Boxster 2005) by the glove box. A fluttering sound occurs when the heater is activated either on auto or manual. Not a problem but more an annoyance.

Just wondering?

Saraf

Thanks for the quick reply and help.

Saraf

How do I replace the front left parking light on my Boxster 2005 . Do I need any special tools?

Thanks

Saraf

Hi..........

Very easy to do yourself. The light housing just ops out by pulling on the edge closest to the wheel opening. When it is free, there is one plug that either twists, or has a small clip (push) and it releases. There is your bulb. Pop in a new one and reverse and you are done. About a 5 minute job tops. Bulbs are listed in your owner's manual and available at any parts store.

Good luck!

DC

PS...I attached a diagram image to help you.

Thanks for the help.

I will give it a try tonight.

S

Any suggestions on how to replace burnt out orange front side light.

Do not really want to take it to the dealer for something this minor.

Boxster 2005

Thanks

An update to this issue. I had the motor replaced by a qualified, competent and professional garage and the Porsche runs sweet.

They dumped the information from the computer and they found the information that it contained.

Contrary to the statement that the Porsche dealership made that it could not find the time date stamp when the motor over revved and it must have been the moment before the motor broke; this new information dump said something totally different.

The car has 891.4 operating hours on it when the motor damage occured. The revs at range 1, 7300-7500 rpm and range 2, 7500-7700 rpm, happened before and up to operating hour 828. The four ignition hits in range 3 to 6 happened up to or on operating hour 164, 727 operating hours before the motor broke. The mechanic will attest that 4 ignition hits is not enough to make a motor break.

I have a feeling that the Porsche dealership had the time date information but would not share this with me so they get me to pay for the motor and then claim warranty costs from Porsche.

I am a happy camper since this is hard evidence that Porsche will have to address.

Happy, top down motoring in the city today.

I'm curious to know how this turns out...kindly update as the situation develops. good luck...

Just an update.

Happily I have my ride back on the highway and running perfect.

I have collected the hard data on paper with the requisites written statements backing up the data from qualified personnel and am proceeding in discussion with a lawyer to move forward in small claims court.

Dealership responded to the Better Business Bureau investigation by saying that I got angry for no reason and removed the car before the had a chance to fully investigate the situation.

Justice moves slowly but I am confident the "black box" data proves them incorrect.

Take care

Relaxed motoring

good evening to all

this is an update to the problem that occured as per the above information.

The Porsche dealership and Porsche North America took over 2 1/2 years dragging out this situation before we reached a settlement in my favor.

Happy motoring

Take care

Just an update. Dispute is now moving toward the courts with company Lawyers using all legal methods to delay the meeting in a court room. First date has been postponed since the said the did not have enough information.

Happy cruising.

Hi Chris

Just noticed your question that is similar to the sound that I am hearing in my 2006 Boxster.

A Canadian car.

Have you come up with any solutions to locating and removing the sound producer?

Saraf

Thanks for the info Shawn

Most of the time I can start the car, parked in a warm garage, drive around outside in the cold weather, activate the heater by pushing the auto button with no strange "flutter" sound coming from behind the glove box. (the sound is not a rough bearing sound). Occasionaly the "flutter" sound will start immediately when the fan starts.

Is there anyway of looking at the interior workings of these units without to much work.

Just some thoughts

Saraf

Happy New year

I have a puzzling situation. When I turn the heat on to automatic in cool weather, a small flutter sound occurs behind the dash glove box. The sound stops when the fan is off. The car motor can be running or off, makes no difference. The sound does not seem to increase when the fan is sped up using the manual feature, although the sound may be drowned out by the sound the fan and air. The most puzzling part is that this does not happen all the time. I cannot get a constant set of parameters to this situation.

This sound is not affecting the car in any way.

I have thought of removing the interior panels of the car but have decided against such a foolish activity since I am not mechanically inclined. Perhaps this is just my way of having a customized Porsche. LOL

I thought perhaps someone else has experienced this situation.

Merry Christmas

Just an update to situation.

Porsche Corp and local dealership were deaf, dumb and blind with no response until I filled a claim with the courts on this matter through a lawyer.

Received a very strange reply from them.

Waiting for further movement or comment from them.

Car is still running superbly in this Canadian winter.

Take care.

Saraf, any follow up for us? Did Porsche come through with some payment for your repairs?

Sorry, summertime and the top is down and am cruising in the sunshine.

A qualified garage in the city that does work on Porsche, BMW, Ferrari and Lamborghini dropped a new Porsche motor in. They pulled the DME information and will swear that the motor did not break because of any over rev.

So we are off to small claims court or an arbitration panel that if binding.

Thanks for the continued interest in this event.

I will keep you informed as best I can.

Saraf

An update to this issue. I had the motor replaced by a qualified, competent and professional garage and the Porsche runs sweet.

They dumped the information from the computer and they found the information that it contained.

Contrary to the statement that the Porsche dealership made that it could not find the time date stamp when the motor over revved and it must have been the moment before the motor broke; this new information dump said something totally different.

The car has 891.4 operating hours on it when the motor damage occured. The revs at range 1, 7300-7500 rpm and range 2, 7500-7700 rpm, happened before and up to operating hour 828. The four ignition hits in range 3 to 6 happened up to or on operating hour 164, 727 operating hours before the motor broke. The mechanic will attest that 4 ignition hits is not enough to make a motor break.

I have a feeling that the Porsche dealership had the time date information but would not share this with me so they get me to pay for the motor and then claim warranty costs from Porsche.

I am a happy camper since this is hard evidence that Porsche will have to address.

Happy, top down motoring in the city today.

I'm curious to know how this turns out...kindly update as the situation develops. good luck...

Just an update.

Happily I have my ride back on the highway and running perfect.

I have collected the hard data on paper with the requisites written statements backing up the data from qualified personnel and am proceeding in discussion with a lawyer to move forward in small claims court.

Dealership responded to the Better Business Bureau investigation by saying that I got angry for no reason and removed the car before the had a chance to fully investigate the situation.

Justice moves slowly but I am confident the "black box" data proves them incorrect.

Take care

Relaxed motoring

An update to this issue. I had the motor replaced by a qualified, competent and professional garage and the Porsche runs sweet.

They dumped the information from the computer and they found the information that it contained.

Contrary to the statement that the Porsche dealership made that it could not find the time date stamp when the motor over revved and it must have been the moment before the motor broke; this new information dump said something totally different.

The car has 891.4 operating hours on it when the motor damage occured. The revs at range 1, 7300-7500 rpm and range 2, 7500-7700 rpm, happened before and up to operating hour 828. The four ignition hits in range 3 to 6 happened up to or on operating hour 164, 727 operating hours before the motor broke. The mechanic will attest that 4 ignition hits is not enough to make a motor break.

I have a feeling that the Porsche dealership had the time date information but would not share this with me so they get me to pay for the motor and then claim warranty costs from Porsche.

I am a happy camper since this is hard evidence that Porsche will have to address.

Happy, top down motoring in the city today.

Here it is on the PCA tech site.

http://www.pca.org/tech/tech_qa_question.a...3-82577C49510D}

Thanks for the input. Your help has been great.

What is the normal life- mileage for the clutch and brakes for this sort of 5 speed Boxster, normal driving conditions?

Unforunately this info must be wrong. You cant have 1 ignition in range 3 then more in 4 & 5.

Hi

Thanks for the discussion.

Your thought is the same as mine. It did not make sense if the assumed downshift was to blame for the over rev, but if the computor or motor malfunctioned because of internal parts failure, then it starts making sense.

Their basis for warranty denial is driver downshift. this data will prove that the data from their own machines does not prove their assumption.

Thanks

I agree John, that makes no sense given the # of hits in the higher ranges. That single lower hit would seem very unlikely. But if his data is correct, the DME only spits out what it has. You're quite observant though, I noticed that also when I first saw that. It is plausible, but unlikely imo. He may have just typed it incorrectly. I, like many have the odd typo here and there, even though I try proofreading a couple of times to check.

Anyways cheers :)

Saraf did say he was just going to pay anyways - it seems like a done deal to me, this is just blah, blah, blah.

Thanks for the input see my reply on other post. What the computor says is not consistant with what the Porsche service manager is trying to sell me.

Thanks.

I agree John, that makes no sense given the # of hits in the higher ranges. That single lower hit would seem very unlikely. But if his data is correct, the DME only spits out what it has. You're quite observant though, I noticed that also when I first saw that. It is plausible, but unlikely imo. He may have just typed it incorrectly. I, like many have the odd typo here and there, even though I try proofreading a couple of times to check.

Anyways cheers :)

Saraf did say he was just going to pay anyways - it seems like a done deal to me, this is just blah, blah, blah.

I may pay upfront to get my Porsche back but they either pay or this continues to claims court.

Thanks for the information.

More questions

Information from a mechanics says that when the car is down shifted from say 3rd to 2nd and the clutch is released the wheels will drive the motor revs as shown on the tachometer in a straight line to the highest rev attainable from the energy coming from the back wheels. The increase of revs should be constant and equal till it reaches the top end. Ok. If the motor is over reved the computor will start recording the ignition hits (6 per rpm- 6 cylinder motor) through the ranges. Range 1 being 7300- 7500, range 2 being 7500 to 7700 and so on. Since the motor increases in a straight line the ignition hits should be basically the same in all the ranges until it tops off, with perhaps 1 or 2 hits at the very top end. The computor read out that the Porsche service manager gave me had 4244 ignition hits in range 1, 466 in range 2, 5 in range 3, 1 in range 4, 256 in range 5, 1 in range 6. . If the car was down shifted and the wheels drove the motor why did the revs go to 7400 (average between 7300 and 7500) and stay there for approximately 6 seconds and then take off to 9500 rpm. This data is not consistant with data from other down shift computor logs. Remember the driver has no effect on the revs with the gas pedal after 7000 rpm is reached. The over revs if not caused by the assumed downshift had to be caused by something in the motor computor system. Since the basis of denying a warranty claim is the assumed down shift, the denial will not stand up. Any thoughts.

Thanks

SPIRO, I think that whoever was using it was abusing it, that's why Porsche denied the replacement. I've made these comments to others, that you can't expect any manufacturer to repair or replace components if they have been abused by you or anyone else. People may say they will, but I believe they will be in for an uphill battle in court.

And if the dealer did in fact track/abuse this car, you should contact the dealer and inform them of your plight, and get them to take responsibility and pay for it.

Anyways just my 2c.

Cheers :)

Thanks for the input.

There is only one dealer in our town.

They take the attitude that "who are you and why are you complaining to us". Porsche North America was not much help either.

I love the car but the personnel at the dealership have no concept of client service and relations. I wondered why some of the new Porsche owners were travelling to the West Coast area, Vancouver to purchase their cars.

Anyway

Thanks

Holy cow, that's a ton of over-revs! That car has been very abused. Are you the original owner?

Yes.

I purchased the vehicle new from the dealership.

It had 890 (550 miles) km on it when I took it over, but they said it had been to the race track during that time.

They assured me that everything was great with the motor. I cannot believe that this recent occurance was caused by something that happened then.

The master mechanics I have looking at the destruction in the motor are stumped as I am, as to why this all happened.

If I had downshifted I would have a ready explanation for this occurance, but I did not.

Not that it matters, I will replace the motor with my own dollar, but sure would like to have some answers.

I am still trying to know how seconds the motor would take to have 4420 hits at 7300 rpm?

Still mystified? :-)

Saraf, if you want to scan and email me the working log I might get someone to look at it. Black out the VIN.

If you were in 9,500 then you were in at least range 5. What I think is important is when did it happen in relationship to the engine failure. That is why you need to look at the engine operating hours for the 9,500 incident, and compare that number with the number for the total engine operating hours.

This is an example. A local 2000 Boxster S. We went on a drive from San Jose to Santa Cruz, about an hour drive. Upon arrival in Santa Cruz we had out cars hooked up to a PST2.

Engine operating hours is 1,167.2. The car got into range 1 at 1,167.1 hours. So that means the car got into range 1 on the drive. Range 1 however means nothing.

Last range 2 was at 1,111 operating hours. Range 2 can damage the engine. But the last range 2 was 56.2 engine operating hours earlier. So if the engine had failed during the drive it would not be because it had been in range 2 56.2 operating hours earlier.

Hi again

The over rec occured when the motor broke.

I am trying to understand a couple of items.

Does the unit record only the ignition hits as the engine revs to the high end rev - 9500 rpm or does it record as it goes up and then as the revs drop back down?

Range 1 is 7300 to 7500 ppm (as they have stated) had 4244 ignitions. In real time (seconds) how long a time period is this?

Range 2 - 7500 - 7700 rpm had 456 ignitions, in real time (seconds) how long a time period is this?

Range 3 - 7700- 7900 rpm had 1 ignition. Again how long

Range 4 - 7900 - 8400 rpm had 256 ignitions

Range 5 8400- 9500 had 256 ignitions

Range 6 - 9500 - had 1 ignition.

My understanding is 6 ignitions would be the 6 spark plugs firing in 1 rpm.

Next question - How easy or hard is it to downshift from 2nd gear at 4000 rpm to 1st gear? (missing the shift to third and accidentially going into 1st? What would have be the sound in the car and the physical results of this mishift?

If the car was in 2nd gear at 9500 rpm and had been downshifted from 3rd gear, what would the rpm have been in 3rd gear and what would have been the road speed of the car just before shift? Is there a formula for this on a 5 speed manual with regulation tires and wheels?

Again what if the downshift was from 3rd to 2nd?

I have some calculations but would like independent results.

Thanks

Saraf, if you want to scan and email me the working log I might get someone to look at it. Black out the VIN.

If you were in 9,500 then you were in at least range 5. What I think is important is when did it happen in relationship to the engine failure. That is why you need to look at the engine operating hours for the 9,500 incident, and compare that number with the number for the total engine operating hours.

This is an example. A local 2000 Boxster S. We went on a drive from San Jose to Santa Cruz, about an hour drive. Upon arrival in Santa Cruz we had out cars hooked up to a PST2.

Engine operating hours is 1,167.2. The car got into range 1 at 1,167.1 hours. So that means the car got into range 1 on the drive. Range 1 however means nothing.

Last range 2 was at 1,111 operating hours. Range 2 can damage the engine. But the last range 2 was 56.2 engine operating hours earlier. So if the engine had failed during the drive it would not be because it had been in range 2 56.2 operating hours earlier.

Thanks.

I will check on the paper printout they gave me and email it to you for your inspection.

The Porsche Dealer ship was very reluctant to give me more than general information. All they would give me is information that would support their position that I had downshifted the car and caused all the damage and they wanted me to pay for it immediately.

They also suggested that if I took it to an outside source for information or repair I would lose all the "Good Will" the dealership was passing on to me. We have only one Porsche dealership in our area "a captive market for them".

Take care

I guess it depends where the rpm is measured. If it is on the flywheel then the over revving would need to be genuine to give this result. If however it is on the camshaft or part of the drive chain assembly then there could easilly be a sudden violent acceleration as the chain lost its tension and slack was taken up. The feedback could see a rapid accelearaion caused by this slack being taken up just as the engine expired, this would be interpreted by the ECU as an RPM increase and possibly lead to your over rev. If you could get the engine speed sensor checked and find its location this may help resolve some of the confusion.

Thanks

I will look into this

Have a good day.

There is info for overrevs for the 997. http://www.renntech.org/forums/index.php?s...769&hl=memo I have not seen such info for the 987. I do not know how the 6 ranges for the 997 are different than a 987. I do know the 987 also has 6 ranges because I have seen it on a PIWIS hooked up to a 987. One of these days I will ask one of the mechanics for the 987 info.

The 997 memo says fuel shut off it a 7,300 rpm. I assume the 987 fuel shut off is also about the same. 9,500 rpms would be in range 5 on a 997 and range 5 is 8,401-9,500.

I guess the problem is your dealership can't figure out how you did that unless you missed an downshift. You could not do that upshifting under acceleration because the fuel to engine would have been cut off by the rev limiter before your rpms got high enough to damage the engine.

These rpm figures are transmitted to Porsche in Atlanta. Atlanta has to authorize your dealer to replace an engine under warranty if your dealer wants to get paid. If your dealer just simply ordered a replacement engine and put it in without authorization, then your dealer or you would eat the cost.

I do not know if the rev limiter was working. I do not know how you go into such a high rpm range under acceleration. I do not know if the oil pump shaft failure is related to an rpm issue or just a bad oil pump. I do not know how a piston can hit the valves due to an oil pump failure, as the usual cause for valve impact is a high rpm situation when the piston moves so fast up and down the valves cannot open and close fast enough to keep up with the piston.

Never hear of this happening, for what little that is worth.

You might get the DME report to see what you have in the 6 ranges. There is a time clock for them. Then you compare the operating hours for the highest range with the total engine operating hours. If they are about the same then that is an additional problem.

Thanks for the information.

I have been given a log of all this range information.

I have not considered asking if the rev limiter was working.

While accelerating in 2nd gear to 6700 rpm I was careful not to go up to the cut off rev of 7000 rpm because the motor will cut out and the car will jerk as it slows down. My speed was about 120 km/hr. ( 65mph) at 6700 rpm so I shifted up to 3rd gear. Shifting into 1st gear would have been difficult.

My confusion is that I know how I shifted and I still have a computor printout that show the car over revved.

Both the garage mechanics and I are confused with this situation. Nothing seems to have caused the events or perhaps they all did.

I will be dropping in a new motor so I can enjoy this fine car on the road this spring.

Just looking for some answers.