tholyoak

This is a device only on US C4's to reduce the pump pressure at idle. The instrument cluster is coded by the vehicle data section of the under the DME module on the PST2. Depending on what model type and trans type are coded there will code the 2002-on instrument cluster. In other words if you want the convertible top light to work you need to code the correct model type in the vehicle data section and then read out all the control units. This will correctly code the cluster. Todd

The PST2 allows you to reprogram the computer, it doesn't allow you to extract the code information, the code information is needed to allow reprogramming. Porsche has a database with this information based upon the VIN of your car. You could use the PST2 to extract the VIN from the used DME but you would still need porsche to tell you the codes based upon that vin. A 3.6 swap on your car is pretty easy, I wouldn't waste my time on a 3.4 swap on a 3.2 unless the engine was blown up. As a performance upgrade the difference just wouldn't be that great. I believe the X51 option on the 3.4 was a ROW only option. Todd I see, thanks for the clarification Todd. I imagine that a guy with a PST2 (not necessarily a dealer) could match up the immobilizer code of a 996 DME, but I understand that if you're going to go through that trouble you might as well just flash the DME with the 996 setup instead. That does seem a simpler. Obviously staying with the same DME makes the engine change a lot simpler and cheaper... I've been trying to find out the best option for myself. I've got a 2000 Boxster S. I know switching to a 3.4 with Motronic 7.2 would be relatively simple, but little bang for the buck (50 hp). Were all of the 3.6L engines Motronic 7.8 and were there any power-up options for the 3.4L (like the X51 package) that would make it more appealing? I've searched a bunch on these two questions and haven't found any good answers. Hope you can help. Kirk

Hey Todd, instead of flashing the 986 DME can you just swap in the DME from a 996? I assume that would work fine, but I'm not 100% sure. I'm just curious since I've seen 996 motors sold with the wiring harnesses and DME. I'm wondering if there is any extra value or simplicity in getting the 996 DME with the engine. Kirk Doesn't make it any easier, they are the same part. If you obtained the DME with the motor, you would have to obtain the DME and immobilizer codes for that DME so you could match the immobilizer code in the DME to the one produced by the immobilizer in your car. Most dealers won't give you the codes without proof of ownership so it may be difficult to get the codes on a used DME Todd

If the DME is programmed correctly with the 996 maps it will only be recognized when you do a control module search under the 996 model. If it is not, then it doesn't have the 996 maps. You can also check that the maps are correct by taking off the engine cover and reving the car up quickly above ~3500 rpm, this should trigger the solenoid valve and actuate the valve on the second plenum. If you are running the stock boxster exhaust, the car will be down on power quite a bit. Most CEL do not appear immediately unless they are missfire related. Use the PST2 to read out the pending codes to get an idea of what is wrong. Even with everything setup properly, the stock DME program will not work correctly as the MAF signal is not calibrated for the smaller diameter intake tube of the boxster, you can fix this by simply putting a 330 ohm resistor in line on the maf signal wire (white/blue) Todd

Congratulations on your conversion. Testing has shown that if you aren't running the 996 program and activating the second plenum of the intake, you are probably producing less horsepower than the 2.5 you took out, so get the correct software. You don't need to pay $1500 for performance software just have your DME flashed with the 996 program with a PST2 or PIWIS tester. If you can't find anyone to do it for you I can do it for $150. Todd

As stated, loosen/ remove the front engine mount to chassis bolts until you get the clearance you need. If you only drop it ~2 inches you won't have any issues with strainng the fuel lines, wiring harness etc. Todd

As is probably pretty obvious to you, you have the wrong sensor. The pic on the right shows a sensor for an earlier boxster. Todd

Sorry, I missed that. Sounds like the honeycomb of the cat inside has come loose. I would think this would be covered under the emission warranty which should still be in effect. todd

Well I have several sets of stock 2.5L headers if you want to try swapping them and see if it fixes the problem. Just pay shipping and if it fixes the problem you can keep them for $25, if not just ship em back. Todd

I have not encountered a DME that I cannot reflash, all the 5.2.2 DMEs I have reprogrammed have been silver with the part number 996 618 601 04. Todd

no its a 98 manual with TC climate memory seats is it not possible to do on a 98 car yes it is possible

Only the later cars used a CAN bus system. Essentially rather than a single wire transmitting a single signal between the various controls of the car, many signals are passed over a single twisted pair of wires. For example there is a CAN bus network between the cluster and the engine DME, there is another between the radio, the cluster, and the ABS/PSM controller. If you have a tiptronic it is on another CAN bus network. Todd

The pins from the old connectors can be removed and used in the new connectors for the updated cluster. Some of the wires need to be extended to reach their new connections as well as a few new wires added that don't exist on the old harness such as the CAN bus wires for the HVAC and the engine. Todd

You will need to wire in new connectors for the cluster, that is correct. There is also some other wiring additions that are made, depending on the year of the car. Todd

A great way to lighten your wallet by a considerable amount. :)

Well that is the joy of the internet. Actually my opinion is that thanks to people like Loren, Tool Pants, and Richard Hamilton to name a few, Renntech is the best of the boards as far as getting the correct technical information. The PST2 has the maps, it is just a matter of reflashing the dme. Todd

Stefan, I answered your PM. Reprogramming the DME to work with your immobilzer is very easy, so is reprogramming your boxster DME with the 996 maps. It would be easier to reprogram your boxster dme with the 996 maps, as you then only need the dme and immobilizer codes for your car. To program the dme that came with the motor to work in your car you will want the codes from the donor car and your car. you only need to mess with key codes etc if you are replacing the immobilizer itself. The VIN number doesn't matter. On the later cars the order type and transmission types in the vehicle data section matter for correct coding of things like the instrument cluster, but for the 5.2.2 dme that information really isn't important. All that is happening is that the immobilzer is programmed to output a code, the dme is programmed to only activate if the code in it matches the one output by the immobilzer. thus if you put a used dme into your car, the immobilzer code must be changed in the dme to match the one output by your immobilzer. If you reuse your dme, you obviously don't need to change the codes in the dme, you simply need to reflash the brain with the 996 map via the pst2, but in order to do this with the early dme's you still need the immobilzer and dme codes from the dealer in order to flash a new map onto a previously programmed dme. I hope this makes sense. Todd

Tool pants, I have those part numbers that are on the later diagrams as Richard noted, however I don't believe they are available as spare parts from Porsche although I haven't had any time to pursue it. Stefan, I will see if the vendor can come up with the parts based upon the AMP part numbers. Thanks again, Todd

Unfortunately you have misunderstood the post. I am not looking for the connectors to the stereo amplifier, I am looking for the connectors for the DME manufactured by the company AMP for Porsche. Thanks for trying. Todd

As I said, lower the engine a bit, and it will go right in Todd

Christmas came early today

Those pics are posted on this site, so anyone could download them, and I have provided them in the past to a fellow on this board who was trying to fit the supercharger to his 3.2 so it is probably him. Where he got the supercharger from I don't know. I believe the 'hammering' of the one pipe is typical, as it is a tight fit of that pipe between the frame rail and the motor as you will find out when trying to fit the system. When I was removing it I found lowering the engine by a few inches made removal of this pipe possible, so I would suggest you do the same when trying to fit it. Oh, and don't try and change the plugs after fitting the supercharger, it is impossible. Other than that, the pictures I provided show exactly how it is mounted so if you have all the pieces and those photos it should be pretty straight forward. There was a modified fitting for the coolant hose that attaches on the front of the motor as the new routing of the longer serpentine belt will not fit with the stock hose. Also you will have to extend the wiring for the TPS and the idle valve as when the throttle body is relocated they won't reach. Todd Todd, Maybe it's not, but a tip off too me was that I'm already in possession of those the exact pics, they came with my used SC. More compelling are the very "un-factory-like hammer/bashing" on the upper half of the fat pipe coming off the back off the SC (Passenger side view). Unless this is a common mod, (or TPC hires baboons) I think it must be mine. The story I got was the motor was bought from out of state by someone in LA who did'nt want the SC. The SC was bought by a guy who tried to fit it to a 3.2L (it wont go). He in turn sold it to me (mines a 2,5 and this presumably fits) Regardless, do you mind if I pick your brain on or off line? I'm pretty handy with a wrench and German cars. I can't understand how or why I couldn't get this thing to fit. Look forward to hearing from you Peter

I really doubt it is the one you have, they all look the same. This one was sold to some oe no where near California and as far as I know it is still installed in his car. Todd TODD!! THATS MINE!!!! Talk to me!!!! Bought it used from a guy in LA a couple of years ago, Had it on a lift for 3 days, just could not get one of the pipes from the sc up through to the top, Been sitting in my trunk since. Finally psyched to have another go at it. MUST TALK! (don't worry, I'm not looking for a refund :) Regards, Peter I’m going to P.M. you if I can figure it out how on this forum or PM me, Peter I'm going to try to pm you, must talk

Off the top of my head I can see the following issues with the turbo motor. 1) the turbo block is based upon the aircooled 964/993 engine and as such has a different bolt pattern for the flywheel. You would therefore need a custom flywheel fabricated to mate to the crank of the engine and the trans. 2) Again similar to trying to fit a GT3 engine, the 964/993 heritage of the the engine (dry sump engine) requires an external oil tank that won't fit as configured in the boxster and would need to be relocated. 3) Intercooler mounting, obviously won't fit where it does in the stock car. There was a guy in europe who had a turbo and the intercooler replaced the rear trunk. Anyway the intake and exhaust plumbiing would require some major fabrication. I'm sure it could be done, but it would be considerably more work than the other engine swap options. I'm not selling the motor, I was interested to see if there was any interest in having me do a swap on someone's car with it. If not I will pick up a car to stick it into. Todd

It will use the X51 engine as it is configured. The X51 doesn't add any torque acccording to Porsche, and my trans has had no issues with all the miles with the 3.4 and 3.6 engines already so I'm not worried about it. I am sure if you like to drag race or do smokey burnouts that the trans would have a short lifespan, even with the 2.5 . Todd