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pete95zhn

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About pete95zhn

  • Rank
    Contributing Member
  • Birthday 01/01/1966

Profile Information

  • Gender
    Male
  • Interests
    Snowboarding

Profile Fields

  • From
    My garage
  • Porsche Club
    Other
  • Present cars
    '00 996 C2 with turbo engine & transmission
  • Former cars
    '87 951, fully tuned

Recent Profile Visitors

483 profile views
  1. Most likely Motronic was partially toasted. Soldering of foot of the largest condensator had a circular crack, visible with microscope. It, among few other suspicious spots were resoldered and problem seems to be gone. First trackday will tell it for sure.
  2. Ten years has gone and my car evolved a bit: More at Rennlist.
  3. OK, I looked through my old mails, I haven't been here for ages. I had similar issue 9 years ago and cause for that was then incorrect engine grounding wire. There's two grounding wires in the engine wiring loom, both attach to cam covers' upper bolts. One of the was not installed then. Of course there's the engine grounding line, but's thet's another story. Anyway, I have checked those this time, but I need to double check them while the engine was off the car and everything stripped away last winter and if I may have accidentally left either of of those loose and vibration has made things worse. The symptoms look awfully alike like ones back then.
  4. Hi! I have a problem with my engine: It runs lean. Logged from Durametric both banks are lambda 1.2, from idle to about 6k rpm. Above that I've logged lambda 1. Setpoint is 1.0. The weird thing here is the fact, that idle correction (RKAT) is solid 0 and lower load range correction (FRA) is solid 1. In other words, Motronic does not want to adjust mixture at all. This started suddenly, while driving, a week ago. Since then I've -checked leaks on intake side. None. -checked leaks on exhaust side. None. -checked operation of all solenoids and blocked tank vent line. Nothing there. -checked all sensors with Durametric, outputs are sensible. -checked injectors by cutting them off via Durametric. Engine tries to stall with either one of them off. -checked effect of fuel pressure by doubling it to 6 bar from tune's 3 bar. No effect whatsoever to mixture or FRA & RKAT. -disconnected MAF. No effect whatsoever to mixture or FRA & RKAT, although Motronic should be rely to WBO2's and drive lambda if MAF is off. -checked wiring looms visually, and partially with tester. -No CELs present, except from MAF if disconnected. -SAI pump is deleted, and holes on cylinder heads blocked. -BTW, I have separate and independent WBO2s on each bank for my datalogger. They show A/FR 16-18... -EGT is around 400C on idle. Unfortunately I forgot to check it when FPR (AEM with gauge) was set to 6 bar. So, if there's an intake leak, the should be some CELs present and Motronic should try to correct the mixture towards lambda 1. With a exhaust leak this kind of lambda (1.2) could be possible (without CELs), but still Motronic should try to correct the mixture towards lambda 1. But because both bank's manifolds have the same lambda 1.2 and they're separate except at very end, there should be similar leak on ech side. OTH, those independent WBO2s count out incorrect readings from Motronic. Is my Motronic toast? Is there a certain condition (some sensor unreliable etc) where Motronic does not adjust mixture with lambda sensors, even with warm engine? It has had unexplained MAF problems also earlier. Idle was hunting when I drove the car day before this incident. Any help appreciated!
  5. A quote from last spring: Today was a club race day and between practice and races there was a chance to get also others than racers corner weighed. So what I got? First the starting point, Sept '09. Front: 281 / 270,5 Rear: 481,5 / 458,5 Total 1491 kg, including 86 kg of driver and 15 liters of fuel = net 1393 kg. With 300 hp that was 4,64 kg/hp Today Front: 299 / 300 Rear: 504 / 462 Total 1565 kg, including 91 kg of fat and 55l of fuel = net 1430 kg. With 420 hp that is 3,4 kg/hp. So the net addition of engine and transmission change was only 37 kilos! ( Both measurements were done with the same equipment. ) OK, lighter wheels equal around 15kgs... BTW, how much does a std 996 turbo weigh? I still have front sports seats and rear seats , Hi-Fi audio system ( whatever that means ) , AC, GSM phone with HF.... If all that audio would be deleted along with rear seats and lighter front seats and thinner carpeting installed I could get it close to 1380 kgs. Rear seats are now deleted, a full gage ordered as well as Cobra Suzuka seats. GT3 clubsport carpeting wainting to be installed. Next weighing is interesting. As per request, few pics of different stages of this project. And more to follow. Also here's a link to the car in action: It's a video where you can see my car too... A buddy catches me at Adenauer-Forst, I was stuck ( until Kesselschen ) behind a 997 turbo which was shy to take over slower ones... Then we catch a friend at Karussell who started his lap from Breidscheid ( Adenau ) gate. He was supposed to be on a warmup lap without helmet, but after seeing who's tailgating he floored too...driving a Manthey M415 GT3.
  6. Old post, but because of interesting topic I decided to comment. Because of OP's location and thus hefty taxes (am I correct?) and high prices on OEM turbos installing a turbo engine into a Carrera body might be an viable option. But that requires DIY capabilities and attitude. Technically, while the car is a '02 model and Tiptronic, it is not that difficult as you might expect. Some details about this: -transmission: no need to change -drive shafts: turbo might have beefier, but in any case normally aspirated has different than turbo or tipped NA (which has the same lenght as tipped turbo) -cooling: Tip already has that third cooler in front. Rear hosing needs to be changed -electronics: Instrument cluster must be changed because NA measures oil level in a different way than a turbo. Then there's the boost gauge. BUT '02 already has CANbus, so no problems there. HVAC stays. DME. Now this is the question...with a suitable piggyback computer you could control the boost without changing the DME because both '02--> and turbo have the same ME7.8. Some minor things there with programming, wiring and pinouts, but PM me if you're interested. Anyway if you install turbos's DME you need to change to C4's/turbo's ( with correct part MY) ABS/PSM pump in order to get the system working. 2WD PSM doesn't discuss with 4WD DME. This needs PIWIS programming with all correct codes. -IC's will fit into OEM positions, but you'll need aftermarket rear bumper for outlets. Cool air ducting is the issue there -Engine carrier (rear) must be modified to fit NA's body. Alternatively you must modify the body to install turbo's unmodified parts. -few minor changes to fuel and vacuum lines -beefier fuel pump is a must. At least if you're going to use 5 bar FPR. OEM pump will die within months. And if it survives the car will run lean if it's tuned...even more so if there's bigger turbos. Then there's the thing with suspension and brakes. Buy a set of used GT3 brakes and a new aftermarket (Bilstein, H&R, KW3 etc) set of GT3 suspension. And GT3's roll bars. If you don't track the car then consider using air-to-water intercooling. Proper system is sufficient for normal driving and occasional pulls, that way you can use OEM rear bumper (but need to modify turbo's OEM exhaust) and retain OEM stealthy looks. Been there, done that. '00 C2 (OEM Aerokit) with '01 turbo engine and transmission, fully operational PSM. Financially I'm still about €15K below turbo's cost, but I haven't counted the hours. And suspension and brake mods were done before the engine anyway.
  7. Hi! I have very weird problem with my WBO2 lambda values. At first I thought I had a leak either in intake or exhaust side, but that has now been counted off. These lambda values I get, both sides equal: At start lambda 0.8-0.9. When warm-up enrichment cease lambda rises to 1.0. After few minutes of idle lambda 1.1. Increasing revs idle-4000 rpm, car stationary, lambda rises to 1.2-1.3 Over 4000 rpm ( exact switching point unclear ) lambda drops to 1.0! While there were no mechanical causes to this I stated to look for electric ones. What makes fault finding difficult is that I have reprogrammed Motronic and I really do not know which fault codes have been blocked. I asked just NBO2's to be blocked, but so far I haven't got info if all oxygen sensor related were... So I started with OBD Manual's code P0130...: Work instruction: 1. Check reference voltage on component. OK 2. Check reference voltage on control module. Unable without that test adapter 4. Check wiring for short circuit to ground. OK 5. Check wiring for open circuit. OK But 3. Check wiring for short circuit to B+. Measured following voltages: Pin II/9 and gnd 2,5V Pin II/15 and gnd 2,96V Pin II/2 and gnd 0,35V Pin II/5 and gnd 0,35V Right bank shows similar values. According to work instruction all of these should be 0V. ( Although I did measurement with cold engine... ) Corrective action is to repair wiring & correct the cause of damage. Now the million dollar question:" Where that short to B+ may be?", if it's not in the WBO2 wiring, which I have just replaced without any help. Or is my Motronic toast? If yes, why? Thanks for even trying to help...! PS. '01 turbo engine, EVOMS tune. New WBO2 sensor. This problem did not occur before the Motronic was tuned in January, neither right after that. It has developed during the spring, first symptoms I noticed in end of March when changing better flowing intake parts and doing Durametric loggings after that. Because of this the car failed state smog test and is now prohibited to drive until it passes... EDIT: Did some more fault seaching. According to fault code P0103 MAF B+ check OK. According to fault code P0112 & P0237 ( or 0238 ) IAT & MAP B+ check not OK, found +5V. Disconnecting connectors ( breaking points ) X59 1/2/3 ( = separating the engine ) does not help, ie. the fault is not at engine wiring loom. Disconnecting Motronic connectors C/D/E and leaving only A & B, power feed and WBO2,, does not help. Removing fuse C1, engine electronics does help... Is there a way to get the Motronic tested for internal faults? And also repaired? EDIT: Back then I forgot to add the solution for this case. Eventually it was incorrectly installed (ie missing) engine wiring loom grounding wire.
  8. 996 engine is quite a big ( dimensionally ) lump, so there's plenty of room in the engine bay to install other engines. But there's not much room to work on them... According to the WSM: "Engine weight as per DIN 70020 A in kg (lbs), Manual transmission 190* (418.86*) -- 3.4l 274.0* (595.2*) -- GT3 mkI 260* (572.7*) -- turbo * including double-mass flywheel So with correct spring/shock combination ( even from Porsche's parts bin ) there's also room to play with weights. Connecting engine electronics to 996's system can be done with proper piggyback or standalone, especially if the car is pre E-Gas.
  9. 996 turbo engine & transmission ( in 2WD mode ). Mechanically bolt-on, electrics/electronics need "some" work...
  10. What is that on your engine?

  11. A great fix for the lack of power and M96.0x engine problems:
  12. A quote from Rennlist ( 911SLOW / John ): FRONT: 996.1 GT3 PART NUMBER: 996 343 531 91 SPRING RATE: 35N/mm 996.2 GT3 PART NUMBER: 996 343 531 95 SPRING RATE: 40N/mm 996.2 GT3 RS PART NUMBER: 996 343 531 97 SPRING RATE: 45N/mM 997.1 GT3 PART NUMBER: 996 343 531 95 SPRING RATE: 40N/mm 997.2 GT3 PART NUMBER: 997 343 531 94 SPRING RATE: 49N/mm REAR: 996.1 GT3 PART NUMBER: 996 333 531 91 SPRING RATE: 65N/mm 996.2 GT3 PART NUMBER: 996 333 531 95 SPRING RATE: 95N/mm 996.2 GT3 RS PART NUMBER: 996 333 531 95 SPRING RATE: 95N/mm 997.1 GT3 PART NUMBER: 997 333 531 93 SPRING RATE: 105N/mm 997.2 GT3 PART NUMBER: 997 333 531 95 SPRING RATE: 115N/mm 997CUP Fmain length mm - N/mm: 100-260 997.343.531.90 Ftender length mm - N/mm : 75–43 996.343.537.90 Rmain length mm - N/mm: 130-260 996.333.531.90 Rtender length mm - N/mm: 60-50 996.333.537.90
  13. Is the PSM unit reprogrammable, if it conflicts with the chassis/Motronic configuration? Ie PSM from RWD and chassis & Motronic is from 4WD. Speaking from experience, if you're getting P5281 "Incorrect data transfer", it can't be corrected by (PIWIS) programming, you need compatible boxes. Ie. for a turbo's Motronic a turbo's ABS/PSM unit. It might be possible to program the Motronic, but definetely not the ABS unit. BUT so far no one familiar with Motronic's code haven't chimed in... So, does anyone have an extra ABS/PSM 5.7 from a turbo for sale???
  14. Is the PSM unit reprogrammable, if it conflicts with the chassis/Motronic configuration? Ie PSM from RWD and chassis & Motronic is from 4WD.
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