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Richard Hamilton

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Everything posted by Richard Hamilton

  1. The diagram shows that the US buckles contain switches and resistors. RoW cars only have a simple switch on the driver's buckle which is grounded when the buckle it inserted. So to rewire it to simulate the US buckles is not as easy as I first thought. If the wiring is in place under the seats, it might be possible to fit US buckles though. This is what the WSM shows as the coding options: The following equipment features can be changed: – Driver’s/passenger’s airbag – Buckle – Child seat occupancy (passenger) – USA (vehicles) So I think your easiest option would be to get it re-coded, or just ignore the fault codes if you don't get the airbag light.
  2. Bear in mind that the seat belt buckles on RoW cars are not connected to the airbag module, as they are with US cars. I suspect that is your problem, as the car is a Japanese model and you have fitted a US module. The airbag unit is looking for a contact which doesn't exist. The seat belt buckles on RoW cars are only connected to the instrument cluster, for the warning light and buzzer. You may be able to work round this by re coding the airbag module to use RoW settings. Alternatively, it would be easy enough to rewire the connector to match US spec. I will look at the wiring diagrams when I get to my PC in the morning and post again.
  3. I wonder if it might be the microswitch inside the door lock, which senses that the door is locked, has stuck, and the system thinks that the door is locked (when it isn't). That would cause the handle microswitches not to function. If you can get it on a Porsche tester, you can view the switch contacts, which should help in the diagnosis.
  4. I don't know about US cars, but over here the Stop/Start is set to default "On". This can be changed with a PIWIS tester to Default "Off" or "Remember Last".
  5. I had B6's on my 996T. I had a full suspension refurb at the time. Check the ride heights. The rear sometimes sags, giving a nose-up attitude. The overall improvement was dramatic, the car felt so 'planted' afterwards, and the ride was much more compliant.
  6. It probably isn't the sort of thing dealers normally do. You need to get the coding in the "MOST Installed" section of the PCM to match the hardware attached to the system. Then run the Handover Routine to reset everything.
  7. I just remembered this, which I posted a while ago. There is a pdf of the Individual Memory setting section of the manual.
  8. I think you need to have the extended features option on PCM2.1 to be able to adjust the individual memory settings yourself. Oddly, it came with the Sport Chrono package. If you have it, the option is in Main>Set. Otherwise, you have to change the individual options for each key with a PIWIS tester.
  9. It sounds like you have the I666 Telephone Module option. There are 2 ways to enable HFP: 1) With PIWIS, code the PCM to Telephone Module "Not Installed". This has the effect of making the system behave like the I619 Mobile Phone Preparation option, which enables HFP Protocol. 2) Update the system to V2.23 and V2.24 (a 2-stage update with CDs). However, if you do this, you will also need to have the maps updated.
  10. The transponder and radio remote are two separate elements. Perhaps they are confusing it with a 997, where the alarm module reads the radio remote during programming. The 996 alarm module doesn't do that. You have to code the module manually. Unless things have changed with PIWIS3, but I don't see how it would be possible. Let us know if they were able to do it.
  11. A used circuit board will be no use to you. New 9x6 keys (with circuit board) come with a bar code label with a 24 digit code printed on it. That code is entered into the alarm module with a PST2 or PIWIS tester. If you haven't got the code, the circuit board is useless.
  12. The navigation system update is done by DVDs in the head unit. It depends on the initial software version you have, but there are up to 3 updates required before the latest maps will run. The software updates can take up to an hour to run. (Note that after the updates, old map data will not run). After the system is updated, an Activation Code is entered using PIWIS2 or PIWIS3. (The Activation Code is based on the VIN, and comes from the Porsche online PIWIS system). Then the map data is loaded from DVDs. On PCM3.0 it takes around 40 minutes per map DVD. In Europe there are 4 DVDs. PCM3.1 updates are quicker, as they have a faster DVD drive.
  13. You have to code it in the instrument cluster, not the PCM. Here are the coding steps when retrofitting PCM2.0: 8 Programming PCM2 with PST2 8.1 Activate PCM2. 8.2 Read out PCM2 fault memory and erase. 8.3 Match the MOST required installed components list to the actual installed components list. 8.4 Code the PCM2 according to vehicle type, versions, country-specific tuner settings and MOST switch. 8.5 Check MOST components. 8.6 Activate navigation in the "instrument cluster" control module system. 8.7 After programming is finished, read out the fault memory of all systems, remedy any existing faults, and erase fault memory.
  14. Was it a 52 plate? If so, it might well be MY2003. You should be able to connect to the DME with a code reader, even if the immobilizer is active.
  15. Mike is correct that DME7.8 was introduced for MY2003. If the engine was post-September 2002, it would be MY2003, but it might be worth checking the engine number, just to be sure. If it was a 2003 engine the third digit would be "3". Did you use the immobiliser pill from the new DME/Alarm/Key set? The alarm module needs to read a pill which was coded to a matching DME and Alarm Module. Also, if you can't connect to the DME with a code reader, check the W-Line diagnostic wire between the alarm module and DME. It uses the diagnostic line to transmit the immobiliser signal.
  16. Just to clarify, for anyone reading this in the future, on a 996 you can't code the lights for DRLs. All the lighting is hard wired, and there are no control units involved. The 9x7 series introduced the Front Control Unit for the lights (and other items) and the DRLs can be coded in that.
  17. It could be a problem with the brake light switch or clutch switch. There are two sets of contacts in the switches, so although the brake lights and clutch interlock may work, it doesn't mean the switches are OK. You can check both contacts for each switch in DME > Input Signals, using a Porsche tester. Also worth checking the cruise switch Input Signals in the Instrument Cluster on the tester at the same time.
  18. PET shows the instrument cluster bulbs only for cars up to 2001. You are also right that the 2002 doesn't need an additional wire from the DME to the cluster - only wires from the stalk to the cluster. It sounds like it might be a coding issue to me, and I think you should track down someone with a PST2 or PIWIS. Get them to check the Order Code is saved in the DME Vehicle Data, and then re-recode both the DME and cluster.
  19. On the 986 the CDR23 used the speaker outputs for the basic system. If an amp was fitted (Harman or Bose) it used the fibre optic output which connects the head unit, CD changer (if fitted) and amp in a loop. It was the CDR22 which used the yellow plug for the line outputs for the amp.
  20. They aren't line outputs on a CDR23. The 4 wires connected to the yellow plug are: Yellow - CAN Comfort High Black - CAN Comfort Low White/Red - Wake up/Diagnosis Line Green - Key Code In
  21. The KTS520 does not click, click, click when you connect to a 16bit car (986/996, etc). The Bosch serial cable is not wired the same as a standard serial cable. Ubox2 is not what you need. It is probably best to continue our conversation by PM and email. Check your PM inbox.
  22. When you run PIWIS diagnostics, does it try to connect to the KTS520, or do straight to simulation mode? Does the computer recognise the KTS520 when you plug it into the USB port? (Does it make the sound?) If so, right-click My Computer, Properties, Hardware, Device Manager, and see if you can see a Human Interface Device. It won't be labelled KTS520. If the KTS is connecting to the computer it might be a firmware issue. To update the firmware, you should try doing it from within PIWIS first. Go to Tools > Firmware Update. The firmware flashing process should take 2-3 minutes. If the Firmware Update screen appears for a couple of seconds and then disappears, the flash was unsuccessful. In that case, try updating it with the Firmware tool. Run RBPLFWconfig in your Firmware folder. Choose KTS520, USB connection, ForceUpdate, and Firmware version IP09. A COM1 connection would be better, but you need the special Bosch serial cable to use it. If it flashes correctly, you will see a progress counter.
  23. Good call DBJoe. I hadn't noticed that. Check fuses C1 and B8 to start with.
  24. Two possibilities I can think of: Firstly, there is a break in the diagnostic ("W" Line) lead between the DME and Alarm control unit. This wire carries the diagnostic and immobiliser signals. If the wire is broken, you can't communicate to with the DME via the diagnostic socket, nor can the Alarm unit connect to the DME to pass the immobiliser signal. There is a plug and socket joint between the ACU and DME (Plug X2/3 - 30 pins) in the rear left passenger footwell. I have known a case where the pins were corroded, and gave exactly the symptoms you describe. Second possibility - the DME has failed. I have know that happen too.
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