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pete95zhn

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Everything posted by pete95zhn

  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. A great fix for the lack of power and M96.0x engine problems:
  11. 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
  12. 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???
  13. Is the PSM unit reprogrammable, if it conflicts with the chassis/Motronic configuration? Ie PSM from RWD and chassis & Motronic is from 4WD.
  14. Previous issues are more or less solved, but some new ones are emerged. Rough idle would be the worst of them. Conditions: -no faults from Durametric, no warnings at instrument panel -rough idle, below 800 rpm -Durametric's actual values show: *no misfires *rough running values cylinders 2-3 & 5-6 around 6, 1 & 4 around -10. *lambda before CAT 1 about 1.0, before CAT 2 about 1.1 - 1.2. RH CAT starts to glow after a couple of minutes of stationary idling... *if injectors 2, 3. 5. or 6 are shut down from Drive links, idle actually gets better...rpm rises and stabilizes.
  15. A '00 ( xxxZYSxxx ) C2. Quote from the Workshop Manual: PSM component arrangement PSM (Porsche Stability Management) is installed as standard in the 911 Carrera 4 (996) and 911 Carrera 4S (996). PSM variants: production launch with PSM 5.3 and as of model year 2000 (Y-range) PSM 5.7. The 911 Carrera (996) is equipped with PSM 5.7 as of model year 2000 (Y-range) on special request. The lateral acceleration sensor is integrated in the rate-of-turn sensor as of PSM 5.7 (as of model year 2000) (rate-of-turn sensor installation position: PSM 5.7 in front of the centre console
  16. '00, originally with PSM & ABS 5.7. That generator wiring issue seems to be a '01 peculiarity, I did not find it from '02 or '05 turbo wiring diagram. The engine should be from '01 chassis, at least according to the chassis number I got from the seller. The Motronic box is also ´01.
  17. Durametric shows 5821 Version Coding when reading the faults from ABS/PSM. Instrument panel says " ABS failure" and PSM failure". Any idea about this, like could it be just a matter of PIWIS / PST-2 re-coding? Then the "Generator failure" is also on all the time. That doesn't really surprise me, because generator's DFM-pin is not connected to Motronic's C19-pin. What surprises me is that there's no such wire in the engine's wiring loom...and X59/2-8 pin is missing. Anyone? Is Motronic-to-radiator cooling fan -control grounding or not? IMO Motronic grounds controlling relays, but the blower
  18. Hi all! Where one would find a conveniently located source for switched + in centre console area? I'll continue tomorrow installation of a petrol heater, and the electronics pack needs that. All other wiring is instructed, and almost installed. The console is removed and looms are visible. And while being there I was about to install an extra source of 12V, ie. a socket. What's the best way to reach cigarette lighter, or is theer another source available? TIA, Pete PS. I know I'm lazy...
  19. Could a 3.6l crankshaft with it's bearing case be installed into a 3.4l crankcase without large modifications? Ie. will the 3.4l crankcase accept longer stroke without interference?
  20. I started bying parts from e-bay 1½ years before I bought the car ( March ´09 ). Parts were complete,eg pads and discs were barely used, but as a precautionary action bearings were changed.
  21. If this is of any help, I did my conversion with GT2 front wheel carriers and 997 turbo discs and calipers for front, 996 turbo discs and calipers for rear. Rear is a direct bolt-on, fronts almost with those wheel carriers. Just one issue, you'll need 1.5 mm spacers between hubs and discs to get front discs centered to calipers. Local Porsche Centre did the installation. No need for diffferent master cylider or brake bias valve. Works fine, I've done several track days without issues. When I measured different brake combos for my past project, a 951, I noticed that while 996 turbo and mkI G
  22. I just got done some suspension mods to my C2, which already had M030 suspension and KW V3 coilovers. Now it got GT3 adjustable wishbones to all four corners, GT3 front strut supporting mounts and GT3 stabilizers. And some brake mods too, but that's not the issue here. A local shop did the installation ( I just didn't have time for that now ), but I took the car to the alignment myself. While rears were easy to adjust to Kussmaul settings, fronts weren't. And aren't set. Now to the questions....before I start to check the installation myself, I need to know few things: 1. Should front wish
  23. How about this issue, namely passenger seat stuck into the lowest position? Seat moves aft and fwd, but can't be height adjusted. Slightly annoying for my kids... So is this "normal", is there aquick fix, or should I remove the seat? Lever is not stuck, it moves the mechanism, but it seems like the strut doesn't react to commands.
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