tholyoak

If the later boxster cluster is similar to the 996 version you can also do it through the OBC. As Loren states it can also be done via the PST2/PIWIS.

Todd

Top one is a 996 TB, bottom is 986. The 986 part has a 986 stamping on the side. I'm certain the 996 one has a 996 stamping

-Todd

It isn't a 3.5" intake it is a 3.5" MAF housing.

If I remember correctly, you can't tell the difference between the boxster and 996 throttle body with that measurement. They are both the same at the top side, the difference is the Boxster one tapers down at the butterfly.

-Todd

I have a 3.4 converted Boxster, and i recently measured the throttle body as I was cleaning it. It's my understanding that the 3.4 should have a 3.5" diameter intake and throttle body. Does this look right to you guys for a 996 3.4 motor? Thanks Everyone

I have several new ones kicking around that were pulled off motors going into boxster chassis. I can get you a new one for $10 + shipping.

-Todd

Do you still have the P0107 code? If you do and you clear it and it reappears, the DME is bad and must be replaced.

-Todd

No they are not interchangable.

-Todd

Do any of you know if the CDR23 from a Cayenne is interchangacble with the CDR23 from a Boxster? I want to replace the one in my 2003 Boxster, but most of the ones I see for sale are listed as being from cayennes.

Thx, Lyn

Ambient pressure sensor is in the DME. P107 is a short to ground.

Procedure is to clear the error, rescan, if the error is still present, replace the DME.

-Todd

In my opinion the Roock approach is a bit mickey mouse. Do the conversion the right way and use the factory 7.8 DME.

-Todd

Pedals are different, the egas 9X6 pedal has a separate potentiometer while the 9X7 pedal has it integrated. The fit to the floor panel is different as well as the way the carpet fits around the pedal. Further the connectors for the potentiometer between the two are different.

-Todd

Just swap the throttle bodies, the rest is the same.

-Todd

Right around 340 ohm works well for a stock 996 program using a stock boxster maf housing. I would put in a variable pot resistor, this will allow you to 'tune' the fuel trims right where you want them. 1999 explained this to me a few years ago when I did my first 3.4 conversion. I still think the best solution is to use a properly sized intake tract, as I'm not convinced that the small boxster intake system can flow enough air to feed the 3.4. Look how porsche increase the airbox size when they put the 3.4 into the 987 vs the 986.

-Todd

Personally I think using the correctly sized MAF housing is the proper way to fix this. But as 1999 says, there is a much easier way to solve this problem by using a simple resistor to 'calibrate' the MAF signal for the smaller housing.

-Todd

You need to talk to Scott at softronic and figure out how the mapping was done to get your DME to work with the older motor. This will dictate whether the early or late MAF is used as well as provide some insight into what could be causing the lean running condition. Without that information you are just guessing.

-Todd

Interesting. This sort of crank failure has been seen a few times on 964 and 993 engines when people removed the main pulley that incorporated a harmonic balancer and replaced it with the RS pulley that did not.

Also the M97 3.8L engine I am working with now shows that Porsche has incorporated a harmonic balancer into the pulley on these motors. That, and having 3 separate AOS on the thing are just a few of the changes over the M96 motor.

Keep up the good work Jake.

-Todd

Thanks Richard.

-Todd

Anyone have the part number at hand for the 550 Anniversary airbox. I believe it is similar to the 987 airbox (uses the same filter element) but I was wondering if it was the exact same part or some hybrid version.

-Todd

Brad,

Perhaps you are correct, but unless the speed is creating a vacuum not just a void of the ram effect, it shouldn't be any worse that a stationary dyno run with no fan forcing air into the intake duct.

I think the reason that the intake was designed this way (lack of a ram air effect at speed) was to prevent filling the airbox and intake piping with water when driving in rain as the intake is almost level with the throttle body making sucking of water into the motor very easy. They modified it further with the later lip on the intake trim due to airbox fires from sucking cigarette butts into the airbox when tossed out the window.

Just my $0.02.

-Todd

Micheal,

Personally I really doubt the intake is the issue with the setup you are using. I'd bet money on another issue, most likely your exhaust is undersized. Take a look a the stock pieces on a 996, I am willing to bet they are much larger than what you are running. According to the dyno the same airbox on my car flows more than enough air for my X51 3.6.

-Todd

I've done 15 hour trips with less fatigue than with the sport seats that were in the car originally. For me personally, I find the euro GT3 seats much more supportive and comfortable than the stock seats but then I am not one who likes to lay down when they drive. If you like to drive with a large amount of recline angle you won't like them. If you prefer a more upright seating position you won't miss the lack of back adjustment.

-Todd

Switching the DME to the ROW (EU2) program will result in the DME ignoring the secondary air system. It is not present on the cars from the factory in EU2 countries.

-Todd

I don't know if the DME uses the clutch switch for anything other than cruise functions but it may. The DME does get the clutch switch signal from the cluster via the CAN bus. If you leave this switch bridged closed you will get a P0830 error and the cruise control will be disabled. In my opinion there is no reason to do this 'modification'

-Todd

The coolant connections on the 996 AOS are to prevent icing up of the device in cold weather. The engine compartment of the Boxster runs hotter and thus the coolant does not get routed through the AOS on the Boxster and Cayman. I leave these open when doing 996 engine transplants.

-Todd

Also if you read above, you will see that the speed in the DME is accurate, it is altered only in the instrument display.

There are a number of electronic speedo correctors you can by that simply alter the speed signal to modulate the instrument display.

-Todd

btw, I had been worrying about the idea of crash data recorders recording erroneous data and being used against you. Imagine that you're driving 55 in a 50mph zone and hit some kid that runs into the street. Now imagine if the CDR recorded you driving 62mph (10% + 4kph [stupid km]). This could make a big difference between minor speeding versus calling it "reckless" driving in a lawsuit, all due to a faulty speedo and stupid kid.

After doing some checking, I was relieved to discover that Porsche doesn't use crash data recorders, but a surprising number of companies are using them today.

This is done on purpose due to a german law than places large fines on manufacturers that have speedometers that read too low. If you display the actual speed in the DME you will see that the speed is artificially increased in the speedo display over that determined by the wheel sensors. It does not affect the odometer readings as that would be illegal.

-Todd

I know, neither is the 997, that is why I asked if anyone had an old one lying around after a replacement.

-Todd