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tholyoak

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Everything posted by tholyoak

  1. tholyoak
    The maps needed are in the PST2, you don't copy maps from one DME to another, you select which map to flash the DME with. With your replacement Boxster DME, you will need to hook your 996 dme up to the pst2, and read out the data under the programming function. This allows you to select the correct maps. Then swap DMEs and program the Boxster dme with the 996 map, it is now a 996 dme Many dealers will not give you the IPAS codes without proof of ownership. So having just he vin of the totaled car may not be enough. Other dealers are more lenient. Todd
  2. tholyoak
    If the new DME is in fact new (never been programmed before), you only need the codes for your car from the dealer so you can transfer them to the new DME. If the DME is used, you need the codes from the old car and the new car so they can be replaced. The 986 and 996 of the same version (5.2.2, 7.2, 7.8) used the same DME, they are just programmed with different maps. As Richard said, I have done this several times, and it works flawlessly. Todd
  3. tholyoak
    http://cgi.ebay.com/ebaymotors/PORSCHE-996...sspagenameZWD1V
  4. tholyoak
    The piggyback isn't a chip, it is a separate controller. It essentially intercepts the signals from the engine, and you can modify them before they get to the DME. Your situation would be pretty easy, simply modify the fueling as a function of boost pressure or add a 8th injector that is driven by the piggyback as a function of boost. Also use it to pull out some timing to avoid detonation. That way off of boost the car runs stock and settings are only modified under boost. I was using a piggyback setup on my 3.6 until I integrated the factory 7.8 DME, and it worked very well. Todd
  5. tholyoak
    The 996TT uses a different DME than the 996, so you won't be able to flash a 986/996 dme with the 996TT maps via the dealer. I think your best bet is to have the DME flashed correctly with the maps for your engine (996) and use a piggyback controller to adapt the motor to the supercharger, or have EVO remap it after you flash your DME with the base maps via a PST2 or PIWIS. In order for anyone other than the dealer to reflash your maps, you need all the appropriate, Key, learning, DME and immobilizer codes for your car in order for all the functions to be transferred to the new DME. Did you add a matched immobilizer/DME pair from a boxster? If so do you have the immobilizer/DME codes from the donor DME/immobilizer? Without these or at least the VIN of the donor car you can't reprogram them. Todd
  6. tholyoak
    Actually Richard the MAF for 2002- 996 cars is a 986 part number : 986 606 125 01. 996 606 125 00 is a knock sensor. Todd
  7. tholyoak
    According to the 7.8 DME manual: In the event of an open circuit in the voltage supply 'terminal 30', the following values are deleted from the control module: All fault memory entries Stored freeze frames of the faults (for environmental conditions, see the next chapter) All adaptation values The learned values of the throttle adjustment unit Ready statuses of individual diagnosis routines (see next chapter) Please note that programming the DME control module (e.g. reading in a new data record) also deletes the values referred to above. The DME control module must perform a learning and adaptation routine for the throttle adjustment unit if: The power supply to the DME control module is interrupted The DME control module plugs are disconnected A new DME control module is installed The throttle adjustment unit is replaced The DME is programmed. To do this: 1. Switch the ignition on for 1 minute without starting the engine. Do not actuate the accelerator pedal (for instance, make sure that there is not a carpet pressing on the pedal). 2. Switch off ignition for at least 10 seconds. The following conditions must also be observed, otherwise learning is not possible: Vehicle is stationary Battery positive voltage between 10 V and 16 V Engine temperature between 5 °C and 100 °C Intake air temperature between 10 °C and 100 °C Todd
  8. tholyoak
    It really isn't too difficult to figure out, just takes some time. Most of the info is in various Porsche documentation, primarily comparing the wiring diagrams. It is definitely not plug and play like the 3.4 conversion into the early cars. I had to make a conversion harness in order to integrate the 7.8 DME connections into the '99 chassis. It was a bit more involved since I used a 2001 986S engine harness and had to make some modifications to it as well. If I had a later 2002- engine harness it would have been a bit easier. Based upon driving the car so far, I don't think the factory setup is much better, if at all, than running the 3.4 DME with the piggyback (I am still waiting on the proper MAF, so I can't say anything conclusive yet). It certainly is a lot less work and $$ to use the piggyback setup. However with the current setup, it could be taken to any Porsche shop and they could plug it into the PST or PWIS and work on the car. Also it looks like I need to upgrade the HVAC and cluster as the AC doesn't work as there is no input on the new DME for AC triggering, it is received from the AC control via the instrument cluster on the CAN bus. Oh well, I'm sure I could figure out how to get it to work without upgrading, but the whole point was to have a factory like installation. But for a track car there would be no need to upgrade anything except the DME and egas setup. Todd
  9. tholyoak
    Richard, It is simply the mechanics of the pedal assembley. The cruise cable can't hook the same to the egas pedal assembley. I am going to upgrade the cluster so it will only be a short term issue. The DME and cluster communicate a number of functions via the CAN bus. Todd
  10. tholyoak
    Finally found some time to work on the car yesterday. I integrated the 2002-on 7.8 DME and egas into my '99 Boxster to run the 3.6. I had been running the 3.4 DME (5.2.2) with a piggyback controler since November but I wanted the factory setup. I still have the early 996 instrument cluster, and didn't update any of the other electronics (yet) beyond the DME (same keys, same immobilizer, same HVAC etc). So it is possible to put the later DME into earlier cars without updating all of the other systems. I did loose cruise control right now, but I will hopefully have that solved when I get some more time. All systems check out via the PST2, I do have a CAN bus timeout error on the cluster and PSM since the car has neither of those CAN bus systems. I may update to the later instrument cluster if I can pick one up reasonably. Todd
  11. tholyoak
    Are you turning the valve timing solenoids back off at higher rpm? Essentially what you need, is low valve lift and late timing at low rpm and load. At modest rpm and higher loads you want to have the high valve lift and to advance the timing to get the torque. Above 4500rpm you want to start to retard the timing and keep the high valve lift in order to get max hp at high rpm. As I said, a simple on/off rpm switch will not work. You need the ability to actuate the solenoids as a function of load and rpm, and ideally use PWM to control them, not simply on/off. Todd
  12. tholyoak
    If you are using the stop 986 program get it flashed for a 3.4 and used the DME output for the resonance valve. If you are actuating the valve timing with the stock map you are bringing it on way too early. Also by triggering the valve lift and valve timing all or none, you will get the surge you talk about since the valve lift is going from breathing through a straw to actually making some power, same with the valve timing. You can't do the triggering as a function of rpm, it needs to be done as rpm or load otherwise the driveability will be horrible. Todd
  13. tholyoak
    I think if you want that sort of detailed info, you will have to hook it up to an oscilloscope. The factory manual has the sinusoidal trace for the ref sensor at idle but that is about it. Todd
  14. tholyoak
    I believe it is a 12V square wave Todd
  15. tholyoak
    Short answer is yes. (see http://forums.rennlist.com/rennforums/show...ad.php?t=346939, for the longer answer). It is getting a 7.8 DME, hopefully this weekend. Todd
  16. tholyoak
    Tach signal is the TN signal (Vi/Gn, on Porsches it is always the Vi/Gn wire), pin 15 on the white plug on a 2000 I think. Todd
  17. tholyoak
    Try the search function, it has been addressed before. You need the DME flashed with a 996 program in order to have the ground signal sent from the DME Todd
  18. tholyoak
    The couple times that I've removed the pan, I simply used the porsche sealant. It isn't that expensive and is recommended so why risk a leak using a different sealer. That said, I'm sure there are many types of sealant you could use, but again, why risk clogging the oil pickup etc with RTV or the like. Every dealer I know of has this stuff in stock, so it isn't difficult to get. Just my $0.02 Todd
  19. tholyoak
    Vman, Simply to integrate the 7.8, a lot of rewiring. I should qualify this by stating that while in principle it should work, I haven't completed the project yet, so I can't say for sure that everything is going to work out yet. The egas is the easy part, just need a new pedal and throttle body assembly and run a few new wires. You need to control the variocam plus somehow. If you lock out the valve lift (the plus part of variocam plus) to the high cam profile, the car will not idle so at a minimum it needs to be actuated off idle. The stock cam timing maps on a 3.4 DME are different than a 3.6 as well, The 3.4 actuates the cam adjusters above 1300rpm to go to early timing, which is much earlier than the 3.6 wants it done. If you are not using the car on the street, the current setup I have using an aftermarket controller to control the variocam plus is the easiest and cheapest. The only issue with it is if you are using it as a street car and need to pass OBDII and visual inspection you will most likely have problems. Todd
  20. tholyoak
    The tailpipe emissions are just fine. I don't know the particulars of emissions testing in california, but there would be several issues in using aftermarket controllers since they aren't CARB approved. Assuming you could get past the visual inspection issues, using the aftermarket controllers should not be a problem. If they are set up properly, they won't trigger any OBDII codes that would cause one to fail inspection. That said, I would rather use a factory 7.8DME setup, and is why, even though I don't have a problem with inspection or the performance of the engine, I have spent a significant amount of time and money trying to do so. Todd
  21. tholyoak
    Putting a 3.6 or 3.8 into an early 996 has the same issues as into an early Boxster. Look at my posts on that issue on the board. It really has nothing to do with egas, but the difficulties of integrating the 7.8 DME into the earlier car. That said I have done this with my car, the solution I am currently running is not OBDII compliant, and no system using an aftermarket controller to run the Variocam plus on the 3.6 or 3.8 will be, especially in California. I am currently working out the final details on the integration of the 7.8 into the earlier chassis, and I hopefully will have a solution to this soon. This would be OBDII compliant. Unfortunately my real job keeps getting in the way. Personally, if I were going to go to the expense of a new motor, I would buy the biggest one I could :) Putting the 3.8 in is no different in complexity than the 3.6. Todd
  22. tholyoak
    Have the fault code read out, it should be pretty obvious how to fix the problem. If you don't want to fix it, remove the bulb from the cluster. Todd
  23. tholyoak
    http://www.renntech.org/forums/index.php?s...c=13527&hl= http://www.renntech.org/forums/index.php?s...c=11411&hl= http://www.renntech.org/forums/index.php?s...ic=4798&hl= Personally I wouldn't recommend a supercharger, but that is just a personal thing. I'm sure there are people that would be happy with a supercharged 2.5. Todd
  24. tholyoak
    If you look at the factory wiring diarams, the diagnosis section in the factory manual or the PST2 output of a DME with a ROW program there is no bank 2 cam sensor on non-OBDII cars. The hall sensor is only used to detect ignition TDC for cylinder #1 for ignition, the sequential fuel injection and knock regulation. It is only used to diagnose the Variocam function (as the signal should advance and retard due to the state of the variocam actuation). It would appear that the necessary info for both banks can be caluculated in the DME from one sensor output. Currently, I am running a ROW program on my 3.6 using a 3.4 DME for a number of reasons, and it only recognizes the sensor input from the bank 1 sensor eventhough both are present. Todd
  25. tholyoak
    I received this tool and it works just fine on all of the different connector pins. For the price, I don't think you can beat it. Todd
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