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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

626 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 thin
  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 ve
  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
  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 tur
  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 fin
  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, especiall
  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 NUM
  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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