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Everything posted by rennbod

  1. --- UPDATE for the archives --- Not been back here for a while.. But it seems the problem was solved. Having loaned my friend the PIWIS for the last few months to be able to keep looking at live data and actual values and generally hack about with the electrics, the problem was found through a shot in the dark and false diagnosis by a main dealer! He experienced problems with his remote key head which was only a couple of months old, so took the car into the local Bournemouth main dealer to resolve under warranty... They claimed it must have been a problem w
  2. --- Update for the archive --- Following some help from an amazing chap in here who sent me a copy of the pinouts for the PST2, I can confirm that the problems with programming the Bosch 5.2.2 DME, and therefore the system error codes (not DME fault codes), were down to my PST2 lead missing a couple of pins being connected within the OBDII lead, which had the result of the PST2 failing to verify blocks had been programmed when it read them back. So error code 71 will be a "Data not successfully written" error of the PST2. I would name the helpful chap, but he had asked
  3. Hi, I have a Bosch KTS650 cloned as a PIWIS (1), which was working great until loaned out to a local friend to delve into a problem he had on his 997 which had a delayed start problem (that I posted about last year on here).. Unfortunately, when the unit came back, it was without the main OBDII lead!! So I have some questions for the collective here who may know.. 1 - Is there a difference between the KTS650 and KTS520 connectors and pinouts for the OBDII cable. 2 - Is there a difference between the correct PIWIS OBDII cable and the Bosch KT
  4. Absolutely, that is what I mean.. Crank position sensor has been swapped with the new one, and the signal checked at the DME connector, all seems to be good. Interestingly, if I go to start the car, but do not let it crank for more than a turn, then switch off the ignition and then back on and into the start position it always starts within a couple of revolutions of the engine... If though, when hot, I just try to start it, it cranks and cranks and cranks for about 10 seconds and then fires up. It is almost as if the Porsche access system is delay
  5. I have borrowed an automotive scope and am not entirely sure I am using it correctly, but it does seem that there is no signal at any of the coil packs when the engine is cranking until several seconds have passed. The scope only has one channel so I can not duel trace both cam sensors or the coils to see their relationship side to side at the same time, but the crank sensor and both cam sensors seem to be generating a waveform which only changes in frequency as the engine fires and cranking, but is there as soon as you start cranking the engine. I am beginning to suspe
  6. Well exactly, but in this wiring diagram.. Which is from the Porsche PIWIS-TIS system shows the car should have a 3.3uF capacitor which it labels as a "condenser" on the earth wire of the coils.. over to the right you can see the same arrangement for the injectors... which is odd because I am more used to EFI cars having a common power and the DME fires the injectors by grounding the other side... I might somehow of pulled up the wrong wiring diagram, but it does seem to be the correct engine wiring diagram from a 2006 997 C4S as input to the system using the chassis nu
  7. Another odd thing I have just realised in the wiring diagrams, which I have never noticed before... The coil wiring has terminal A3 from each coil going into a black wire to a join where one black wire exits, it then goes to terminal A1 on a "condenser 3.3uF" and exits on terminal A2 of the same component as a brown wire to the ground point 10. In the diagram the injectors have the same scheme with a condenser.. I have looked at the wiring on this car, and it seems that each bank has its own join for the coil grounds (x3 plus one exit) and no condenser to be
  8. On the fuel pressure gauge it looked like it we were getting.. Engine stopped - Fuel pump activated by PIWIS - 3.7 Bar Engine stopped - Fuel pump switched off on PIWIS - 3.7 Bar Engine stopped - 20 mins after fuel pump shut down - 3.5 Bar Engine stopped - 40 mins after fuel pump shut down - 3.2 Bar Engine running - 3.7 Bar During prolonged cranking - rapidly shoots up to 3.7 Bar from wherever it was within a second. The interesting thing is the spark... No spark at all, other than a single pulse (on whichever coil we check) once every 3 seconds.
  9. A friend and I have been struggling with a strange problem with his 2006 997 4S with tiptronic transmission. When you start his car you need to turn the key and let it crank on the starter motor for around 10 seconds before it will start, and when it does it seems to be a bit lumpy for the first second or two. However, if you shut it down while it is running and restart it right away it fires straight up within a second. We have pulled off a coil pack and put a new plug into it (earthed out with a jump lead) and observed that while it is cranking there is no
  10. Been on the forum asking an unrelated question and thought I would update this for anyone who finds the question on Google, but can't find the answer. The issue turned out to be an issue that the Durametric is missing an option to set in the rear body control unit that the PIWIS does automatically. From the chassis number the PIWIS knows the year, and so is able to set several other bits in the rear body memory/coding to say which transmission it has. The later transmission has the microswitches in a different part of the sweep, so the rear body control unit needs to kn
  11. PM Sent. I have always wondered about the pinouts as my cable does not have a pin connected to the OBDII for software voltage which would have been required for the programming of a 5.2.2 DME, however it has always been happy to read the vehicle data fine from a DME. About two weeks ago windows/dos was grumbling about a corrupt file, which I told it to repair, but the machine seemed to still run fine afterwards, now I am wondering if the error might translate to "File name not found" in PST2 talk, as that is similar to "expected block title not arrived"
  12. Have looked in the 986 manuals and do not recall seeing the error codes mentioned in the 996 manuals. Do you have any clues where they may be?
  13. Moving on from my question about the "test step aborted" code numbers. One other thing I find, if I try to read the vehicle data from a DME 5.2.2 I get a pop up window that says... Fehlercode 7014 Fehler: erwarteter Blocktitel nicht eingetroffen (C_SD_FZ_KWP_2000::receivelstwert) With an "OK" button under it... If I hit the enter key, the PST2 reboots... Anyone know what this means? I am begging to think that perhaps a file or data on my PST2 might be corrupt!
  14. I have had my PST2 for about ten years now, and would you believe I have never pressed the F1 key on the first screen and so had no idea it had the manual built in!! I had the paper version of the manual and quick start with it when I brought it and looked after those manuals as if they were gold dust, and all along there was a built in manual!! I had to just boot it up and try it, I feel like such a dumbass! You learn something every day!
  15. Sometimes when programming the DME or Alarm control unit with the PST2 or PIWIS, you will get an error of "Test Step Aborted" followed by an error number, such as 3, 21, 25, 71 etc. I have the PST2 manuals, as well as the KTS manuals and the 986 and 996 Dealer manuals, but one thing I have not been able to find in any of them is a list of error codes that follow the "test step is aborted message" Sometimes, I have had the errors when I have put in an incorrect "old immobiiser code", or "old learning code", which kind of make sense.. But I often get the error when progra
  16. Bought a new 2005 type transmission and installed it into the car, everything is fine and dandy. Can also confirm that the 2005 and 2008 transmissions have exactly the same ratios. Will continue investigating this though and post any results... I would like to get the right transmission back in my car, but also to de-mystify the mysteries of coding and what actually goes on at a data level... Might have to investigate in a CanBus analyzer.. If anything from this thread is useful or interesting, would love for my reputation score to go up :)
  17. Well this is the interesting thing, I was worried about this as I had read it elsewhere about coding a 987 as a "non convertable"... However if you code the rear control unit as a convertable the roof works, as soon as you code it as "non convertable" it stops responding to input the to roof switches. On checking my friends 2005 car, I have found that its rear module is also coded as "convertable present" I did however find that in the gateway that it is coded as non convertable (it may have been in the instrument cluster, but I am sure it was the gateway). and that was coded in both cars as
  18. Ok following some in depth investigation, it seems I am moving into uncharted territory, hopefully this will help someone else oneday. The two transmissions I have are ... 987.561.179.02 from my 2008 Boxster 987.561.179.00 from the 2005 boxster The differences between the two transmissions are relatively minor. Microswitch assembly inside the transmissions... The 2005 item has a rocker assembly which opperates two microswitches which opperates on the rotary cam inside the transmission The 2008 has has just two microswitches, mounted closer to the cam, without the rocker part, which are
  19. As an update... A friend has a 987 and today he popped over to help me look at my Boxster and we took the plunge into swapping parts between the cars. As mine is a 2008 it has the rear control unit ending in 08, whereas his had the control unit ending in 04.. His has the arms that go onto the transmissions with the two keyways so the arms can be put on 180 degrees out by mistake, mine has the teeth with a notch where the arms go onto the transmission, which can only be put on the right way. With his transmissions installed, my clamshell closes all the way!!! But here is the odd thing.. I h
  20. There are a few items on the coding page for the rear control unit which I can't figure out.. Things like "SAD" activated or not... hmmm.. Not sure what "SAD" is on the car.. But my personal coding seems to have "SAD" enabled right now! lol
  21. What do you use Richard? Is it a Durametric or a PIWIS/PIWIS2? Still getting to grips with my Durametric and I do wonder what I am missing out on being able to do with a PIWIS.. Sods law says the one time I need something doing, it will be something like programing a key or alarm control unit on the 987 and will need to take it to the dealer anyway, leaving me thinking the Durametric was a waste of cash. Although, if a problem I have with the car at the moment is purely mechanical, there is a chance the Durametric has just paid its way a little bit by coding up a new rear control unit.. But
  22. So you take off the rear cover with the 3 bolts (obviously once the transmission and flywheel is out of the way), then hook the seal out of the bearing and put the cover back on? Or do you have to take the engine apart to do that?
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