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tholyoak

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Everything posted by tholyoak

  1. tholyoak
    I checked with some old parts I have in the basement and it isn't a 924 buckle. The receptacle on the bar I have is marked 'center' so I would guess that the buckle from the rear center seat of a VW product would be a good place to start. -Todd
  2. tholyoak
    Patrick, According to the factory manual, the arrow points to the flywheel end of the motor. This bit from the manual probably would have been useful when you were tearing the motor down "Number and mark the installation position of the pistons on the piston crown before removing them; in addition, make the engraved markings visible when cleaning -arrow faces flywheel side- ." -Todd
  3. tholyoak
    If you are worried about it, use the latest 987 5 speed clutch package. -Todd
  4. tholyoak
    The clutch is dictated by the trans, not the motor. You use the 5 speed clutch with the 5 speed, not the 6 speed clutch assembly. -Todd
  5. tholyoak
    Can bus wires are nothing special, just a twisted wire pair. CAT5/6 cable is a good source for twisted pair wire. -Todd
  6. tholyoak
    Cutting up the 996 airbox was a reasonable solution, however a better solution, albeit more expensive, is to buy the 987/Cayman MAF housing. It is the proper diameter and has the screens installed to smooth out the air turbulence. This can be coupled to your custom airbox of choice, or mated to the factory 987 airbox. You can sell the MAF that comes with the housing to recoup some of your $$. -Todd
  7. tholyoak
    You might want to reconsider the piggy back solution. While it will be easier and cheaper I doubt you will be happy with the result. Further it will require custom DME programming to deal with the larger amount of cam timing changes (40 vs 25 degrees) on the 3.6 with the vane type adjuster vs the earlier cars with the ramp type cam timing adjusters. Further, unless the new SMT controller provides PWM output, the all or none switching on the outputs for cam timing and lift are not going to give you the drivability you want for a street car. The all or none effect is fine for a full-throttle-all-the-time track vehicle but I doubt you will like it on the street. You can eliminate some of the drive-ability issues with custom ECU tuning but this will cut into the cost savings you are hoping for. This is how Rook does their conversions so some may not agree with me. While it may be harder at the outset, if you integrate the 7.8 DME you will get a car that runs and can be diagnosed like a stock vehicle from Porsche. -Todd
  8. tholyoak
    Pin 1 goes to ground, when you move the switch, the contacts close and the different pins are now taken to ground. That is what triggers the response in the cluster. So connect your ohm meter to one of the pins on the gray cluster, the other to ground and push the switch in the direction that corresponds to the pin on the gray connector you are testing. The circuit should close, if it doesn't you have a problem with your wiring or with the switch. -Todd
  9. tholyoak
    George, Send me a PM and I'll give you my phone number so we can talk about your situation. -Todd
  10. tholyoak
    You don't need a tester, just pull the gray connector off of the cluster and check that the pins go to ground when you push the stalk in the direction the pin corresponds to. -Todd
  11. tholyoak
    I helped a fellow do this conversion, he was able to have GMG do the remapping of the 7.8 DME to run the 3.8 I find it strange that Scott (softronic) will not provide the ecu mapping. -Todd
  12. tholyoak
    Not exactly true. All the 996 cars (with the exception of the GT3) use the same flywheel and clutch disk, the only difference in the two kits is the pres. plate and corresponding release bearing. However the dif release bearing may be due to the dif part number for the 2002-on transmission vs the pre-2002 trans and not the pres. plate. You will have to figure that out. The clutch kit on these swaps is not dictated by the engine, but by the flywheel and trans. Clearly the clutch kit for your car will work (2000) but obviously it makes sense to use the higher clamping force 3.6 pp if you can. -Todd
  13. tholyoak
    The factory wiring diagrams are wrong, there is no 'lever inside' connection. As Loren states, A1 goes from the stalk to ground, the other wires go to the cluster from the stalk. -Todd
  14. tholyoak
    Putting a 3.8 into a 2002+ car that already has a 7.8 DME is quite straightforward. Very few differences between putting a 3.8 and 3.6 in those cars. The 7.8 DME can be programmed to run the 3.8. -Todd
  15. tholyoak
    The 987 3.4 would be a fairly straightforward swap but some caveats would apply. If you do decide to sell the car I may be interested in it. -Todd
  16. tholyoak
    It will bolt up, but tests have shown that if you use the single plenum manifold the car won't make any more power than the 2.5 you replaced, so do it properly and use the proper manifold. -Todd
  17. tholyoak
    Throttle actual value should be >99% with a pedal value of 100%. Are you certain your dme was reprogrammed correctly when the swap was done? -Todd
  18. tholyoak
    The turbo uses the GT1 block, same as the GT3, a standard 996 trans will not bolt to the turbo case. Best solution would be to use a GT3 transmission for such a swap. -Todd
  19. tholyoak
    Are you certain this isn't a problem with the mechanical throttle linkage? Have you monitored the actual throttle position when the hanging idle occurs? -Todd
  20. tholyoak
    Open up the engine compartment and take a look, should be quite easy to see by visual inspection. Also Stefan makes an excellent point about the correct wiring of the resonance flap. -Todd
  21. tholyoak
    If the swap is done correctly They really are plug and play. Doing it correctly is the issue. Just because you don't have a CEL doesn't mean there aren't pending codes that may shed insight into the problem. Are you still using the stock airbox and MAF housing? -Todd
  22. tholyoak
    There is no issue with using the boxster rails as long as you mounted them so they seal properly. They use the same injectors and same FPR. Get rid of your error codes first and then see if you still have a problem. Sounds to me like you don't have the tank vent system hooked up correctly. Lots of people leave it attached to the old 986 intake manifold and then wonder what to hook to the side port on the throttle body. -Todd I tried your suggestion and the performance was slightly worse.. Here are the CEL codes and Fault codes produce without the MAF connected. P0455 Fault 94 Tank vent System Error Major Leak P0102 MAF Fault code 115 Below limits (Not Connected) P0112 Fault code 124 Intake air temp below limit value The P0102 and P0112 are due to the MAF being disconnected. However, the P0455 is most likely your problem. Check your vacuum hoses for leaks and do a search of P0455 on here for more troubleshooting info. I have checked vacuum lines, air Filter, intake, spark plugs, and many other possibilities. There is one thing that I did that may be contributing to this problem as I use the Boxster Fuel Rails with the 996 Injectors but had to make a bracket to hold the injectors in place due to utilizing the 3.4 intake manifold. Is it possible that the injector rails are senitive to how they are mounted?
  23. tholyoak
    Well you answered your own question didn't you. The lower temp. thermostat does nothing to lower the operating temperature of the engine, it simply increases the warm up period. Obviously once the thermostat is open in either case the system reaches the same equilibrium point and the engine will run at exactly the same temperature. That temperature is dictated by the effectiveness of the cooling system. In order to lower that equilibrium temperature you need to increase the radiator size/effectiveness (larger radiators or more air flow, or the ability of the cooling liquid to transfer heat (ie running water wetter or straight water)). If you are familiar with Porsche history you will remember that the old lower temp thermostat was the 'solution' for warm running 944's back in the day. Turned out not to be the case as one would expect, they just took forever to warm up. The trick that did help was a lower temp thermofan switch that activated the fans at lower temp keeping the motor cooler. Ultimately it is your money, so if you want to stick a lower temp thermostat in the car go ahead. -Todd
  24. tholyoak
    As I'm sure you are aware what the arrow points to is not the oil cooler. The M97 motor has a more elaborate AOS system containing three separate chambers. One on each cylinder bank and another central one. The larger oil cooler on the M97 motor is not specific to the X51 it is also on the base 3.8. -Todd
  25. tholyoak
    I'll add my $0.02 All Porsches up until the 964 came with single mass flywheels with no issues. Porsche has added dual mass flywheels for the luxury segment their cars are now aimed at to reduce noise and the ease of driving. See the LUK website if you don't want to take my word for it. The issues people have with adding a LWF to the newer cars stems from using a standard, non-sprung disk with the LWF rather than a correct sprung hub disk like every car, including Porsche has when it has a solid flywheel from the factory. The real issue is not the noise, it is simply the audible sign there is an issue. The issue at hand is there needs to be some sort of system in the to take up the drivetrain shock upon engagement. Eliminating the dual mass flywheel and the sprung disk as most people seem to do when converting to a LWF will eventually lead to increased driveline stress and most likely premature failure of directly coupled components. -Todd
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