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

Per PET the 996 DME changed in 2002. I also noticed that PET has listed "control unit fuel pump" for a 2002 and up C4. That is something a Boxster does not have. It is not listed for a C2. I do not know what this control unit is. Might be the thing that calculates the fuel level on a 2002 up C4, and that is why there is no C2/C4 specific clusters for 2002 and up.

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

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

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

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.

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

Ok, so after an extremely frustrating week of not getting the reprogramming to work, I have finally figured out what the problem was so I figured I would post it here to benefit others.

I followed the procedure for programming my DME with the program data from the 996 DME. I was always able to read the program out of the 996 DME every time with no problem. But when I tried to write the data to my DME I always got an error "[3] Test step aborted".

For a while I thought that the problem was with the PST2 I was using. So I tried a different PST2 and got the same result. So I tried an official PIWIS tester and got the same result!

I finally decided to recheck the programming codes the dealer had given me. And it turns out that the programming codes were wrong. So when the PST2 (or PIWIS) fails because of incorrect programming codes, the error is nonsensical at best.

I decided that I wanted to preserve my original DME if possible. So I retrieved the programming codes for the 996 DME and programmed it to recognize my immobilizer. The car then started.

I drove the car on the highway, not sensing a major increase of power (which I would expect when switching to a 996 map). It drove fine, but not perfectly smooth. When I got off the highway, the car stalled. And now it runs terribly and barely runs. If I rev it up, it limps by but it is very unhappy. Fortunately, I can still plug my 986 DME in and if the problem is related to the programming the car should run ok again.

The funny thing is that even with the car running terribly for about 5 minutes, there is no CEL. I will probably try disconnecting the battery to reset the learning and see if that helps.

Advice is welcome.

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

I need to replace my right side post catalytic converter O2 sensor due to a P1117 code. I ordered a Walker O2 sensor from OxygenSensors.com. The connector for the Walker sensor is not identical to the one on the Porsche sensor that I will be removing. I've attached pictures. Since they won't accept the return of an O2 sensor after it has been installed, I don't want to proceed unless I'm absolutely sure that I have the correct sensor. Naturally, they are closed on Saturday.

Has anyone installed a Walker sensor on their Boxster? It looks like the Walker connector will fit around the connector on the car while the Porsche sensor fits inside. The Walker part number on the box is 250-24423 which according to the company's web site is the correct part for this application.

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

well I got under the car as best I could, it's rattling from inside the header, right near the end of it, close to where the header mates with the rearward converter's pipe

no loose welds, just a high pitched rattle when I bang it with my hand, very loud when I bang it with a rubber mallet, loud at startup, getting very loud when the car gets hot

sucky, I don't know whether to spend the money on an aftermarket setup or on a replacement

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

I understand that the older Boxster DMEs cannot be reprogrammed. How can I tell if my Boxster DME can be reprogrammed with the 996 map? Is it a different part number or can I query the software revision using the PST2?

(A guy who is helping me with some of the grunt work is insisting that my DME is the "old style" which cannot be reprogrammed except by taking it apart, removing the chip, and having it reprogrammed. My DME is silver, not black which he says is how you can tell the difference.)

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

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. :)

That's great information. It's amazing how much misinformation is floating around about this stuff.

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

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

...Here are some pics of the supercharger when I removed it from my car.

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

Here are some pics of the supercharger when I removed it from my car.

http://members.rennlist.com/tholyoak/DSCF0009.JPG

http://members.rennlist.com/tholyoak/DSCF0010.JPG

http://members.rennlist.com/tholyoak/DSCF0011.JPG

http://members.rennlist.com/tholyoak/DSCF0013.JPG

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