Porschelibrarian

The lip has a few small scratches but Ill leave it till I learn how low and where it is in relation  to parking. First relatively major job next week is cab top cams they sqeak, slight leak and air.....  So I wont drop rhe top till after I cha ge out bit its too hot in Miami to do rhst till October.

Id recommend a PST2 or PIWIS 1   PIWIS 2 is overkill and there are a few issues connecting models prior to 2010 to the new PIWiS 3.  

However the components to make a PST2 are getting scarce do to age and Bosch stopped supporting or making  spare parts for the KTS 520.

Its here its here  and thank you for your input.  I think I will keep it stock ecxept to uograde radio from PCM bose with nav to new with nav, sat, backup camera and bluetooth and out originan radio aside til I decide to sell it    a long way off In sure.   

Meanwhile Im looking forward to next PCA DE at Moroso ( now PBIR ) to see how I do in this compard to my prior 3.4l 996.

Its on its way...  Should have it Monday as my new daily driver..

Im about to purchase a 2004 996 TT. Ive had a 964 and a 996 previous but this will be my first 911 Turbo.  It is stock so what are your recommendations for upgrades?

Is there a way or what is the procedure using a PIWIS with update . 18.1  to tell a 991.2 ( w/o sport exhaust ) that it has sport exhaust?

The PIWIS 11 will diagnose the 996  and even further back to the 993, 964,, 928 and 968 if you have proper adapter plug.  I have helped with  quite a few PIWIS II units and all of them cover all models from 90''s forward up thru 2017 models.  

Please post a photo from your screen after you have selected doagnostics an f then , 911 with the various 911 models it is displaying.  That should and confirm that you have 18.1 and the models available to you as a start.  

Actually Porsche also refers to their tech site as PIWIS too however one can no longer lease a PIWIS 2 unit as Porsche has discontinued support of it as of January 31 2017 and the last update was a couple months prior 18.1 and Porsche highly restricts access to their tech site.

By interior schematics  are you referring to exploded views of the parts separate from each other or the actual wiring diagrams?

Either way it's usually better to become a contributing member of RENNTECH and others members are more eager to assist you.  Also if you can PM or email me a dnI can see about trying to direct you to thebl correct information 

I will delete some of the old messages but it seems I have to go thru them one by one and delete them "conversation" by "conversation"  The old system let me select PMs older than say 2 years and archive and download them to my email but I don't see that option anymore.

which dealer manuals do you have? or looked in?

I hope this helps...  

P0020
Position of crankshaft in relation to intake camshaft
F NOTE
This fault is entered if there is a permanent deviation from the nominal value of 10° camshaft angle.
Diagnostic conditions
D Battery positive voltage 10 ... 16 V
D Engine idling
D Camshaft adaptation has taken place
D No fault in camshaft sensor
D No fault in crankshaft sensor
Possible fault causes
E Camshaft sensor faulty (internal phase shift)
E Solenoid valve for camshaft adjustment soiled (does not close fully)
E Timing set incorrectly

P0021
Inlet camshaft control
F NOTE
This error is entered if the actual value varies from the target value by between 5° und 14° of the camshaft for a duration of 2 to 5 seconds.
Diagnostic conditions
D Battery voltage 10 ... 16V
D Time after engine starts > 30 seconds
D Engine and engine oil temperature -9°C ... 106°C
D Engine speed 1160 ... 6000 rpm
D No solenoid hydraulic valve final stage error
D No camshaft sensor or crankshaft sensor error
Possible fault causes
E Mechanical fault in solenoid hydraulic valve (sticks, sluggish, blocked)
E Dirt in the oil circuit
E Sealing strips on VarioCam adjuster faulty (leaky, sluggish)
E Oil pressure too low
E Mechanical fault in VarioCam adjuster
Page

The PET and 986 WSM do cover completely the evap canister control valve.  You should get a set.  More comprehensive and covers your car bumper to bumper.... 

PM me.    A little just to get you started....

P1125
357 Oxygen Sensing Adaptation, Upper Load Range,
Bank 1 - Below Limit
Diagnosis conditions
• Oxygen sensing system active
• Time elapsed after engine start-up: 250 to 350 seconds (USA)
• Time elapsed after engine start-up: 302 to 402 seconds (RoW)
• Engine temperature greater than 60 °C
• Mass air flow greater than 180 kg/h
Possible fault cause
♦ Incorrect signal from MAF sensor
♦ Fuel pressure too high
♦ Fuel injector leaking
♦ EVAP canister purge valve open

P0455

Leakage in fuel tank system

Diagnostic conditions

D Vehicle speed = 0 km/h

D Engine speed = 0 rpm

D Correction factor, height > 0.73

D Coolant temperature upon starting the engine may be no more than 6.8 K above ambient temperature

D Coolant temperature when engine starts > 3.8 °C

D Period for which the engine needs to have been running before ignition is switched off > 20 minutes

D Ignition has been switched off for at least 10 seconds.

D Ambient temperature 4 … 35.3 °C

D Active charcoal filter load < 3 for minor leak

D Fuel tank fuel level 10 … 54 litres

D Battery positive voltage 11.02 ... 14.5 V

D No fuel tank filling

D No faults detected for ambient pressure sensor, coolant temperature sensor, vehicle speed sensor

D No output stage faults detected for DMTL pump motor, DMTL switch-over valves and tank vent

D No fault detected for tank vent (flow)

E The diagnostic conditions can also be established using the PIWIS Tester via the short test "tank leakage test". After the test has begun, the ignition must be switched off.

F NOTE

E In this context, please also observe the function description.

Possible fault causes

E Tank cap not closed correctly, leaking or missing

E Purge air line leaking

E Tank vent leaking

E DMTL (Tank Leakage Diagnostics Module) leaking

E Leakage in fuel tank system

Page 140 of 398 07/20/2006

Function description

Tank leakage test/DMTL – Tank Leakage Diagnostics Module

F Note

E The tank leakage test is performed only on USA vehicles.

Construction of the tank leakage diagnostics module:

The diagnostics module consists of an electric motor with a small air pump, switch-over valves and a reference nozzle.

In addition, the modul is heated so as to prevent the forming of condensation and ice.

Procedure of the function:

E The pump is operated via an electric motor and conveys air through the reference leak. The power consumed during this process is determined.

E The switch-over valve switches and the air current is now directed into the fuel tank. The power consumed during this process is also determined. After a waiting period dependent on the fuel tank fuel level, it must be at least as high as the power consumption was during the reference leak test if the tank system is leak-free.

E The system is identified to by leaking if the power consumption is lower during the actual leakage test as it was during the reference leak test.

E An evaluation of the power consumption levels when the pump is started and after the switch-over valve has switched serves to identify faults within the tank leakage diagnostic module (e.g. pump blocked, motor spins at idle speed, valve does not switch etc.).

E The diagnosis of heating, motor and switch-over valve is performed via the output stage of the DME control module.

P0456

Leakage in fuel tank system

Diagnostic conditions

D Vehicle speed = 0 km/h

D Engine speed = 0 rpm

D Correction factor, height > 0.73

D Coolant temperature upon starting the engine may be no more than 6.8 K above ambient temperature

D Coolant temperature when engine starts > 3.8 °C

D Period for which the engine needs to have been running before ignition is switched off > 20 minutes

D Ignition has been switched off for at least 10 seconds.

D Ambient temperature 4 … 35.3 °C

D Active charcoal filter load < 3 for minor leak

D Fuel tank fuel level 10 … 54 litres

D Battery positive voltage 11.02 ... 14.5 V

D No fuel tank filling

D No faults detected for ambient pressure sensor, coolant temperature sensor, vehicle speed sensor

D No output stage faults detected for DMTL pump motor, DMTL switch-over valves and tank vent

D No fault detected for tank vent (flow)

E The diagnostic conditions can also be established using the PIWIS Tester via the short test "tank leakage test". After the test has begun, the ignition must be switched off.

F NOTE

E In this context, please also observe the function description.

Possible fault causes

E Tank cap not closed correctly, leaking or missing

E Purge air line leaking

E Tank vent leaking

E DMTL (Tank Leakage Diagnostics Module) leaking

E Leakage in fuel tank system

Function description

Tank leakage test/DMTL – Tank Leakage Diagnostics Module

F Note

E The tank leakage test is performed only on USA vehicles.

Construction of the tank leakage diagnostics module:

The diagnostics module consists of an electric motor with a small air pump, switch-over valves and a reference nozzle.

In addition, the modul is heated so as to prevent the forming of condensation and ice.

Procedure of the function:

E The pump is operated via an electric motor and conveys air through the reference leak. The power consumed during this process is determined.

E The switch-over valve switches and the air current is now directed into the fuel tank. The power consumed during this process is also determined. After a waiting period dependent on the fuel tank fuel level, it must be at least as high as the power consumption was during the reference leak test if the tank system is leak-free.

E The system is identified to by leaking if the power consumption is lower during the actual leakage test as it was during the reference leak test.

E An evaluation of the power consumption levels when the pump is started and after the switch-over valve has switched serves to identify faults within the tank leakage diagnostic module (e.g. pump blocked, motor spins at idle speed, valve does not switch etc.).

E The diagnosis of heating, motor and switch-over valve is performed via the output stage of the DME control module.

The cheapest Sach clutch kits are on Ebay.  A couple Sachs distributors are selling on there below the price they offer to a few Porsche parts resellers.  Also check out Vertex Auto.  They put together a Sachs clutch kit for even less.  I think the retail price for a set ( clutch, pressure plate, throwout bearing, etc,) is like $329 for 2004 boxster.  And it includes actual Sachs clutch o

Call and ask for Sidney or Mike.  

Most of the ECU boxes and other electronic computer components are covered in the "Cayenne Diagnostic Manual" 

Porsche has made some supplements to the 981 WSM for the GT4 and Spyder.  I thought the most fun one was about tracking the car.

.WM 0300IN Add mntnce race track.pdf

WM 1X00IN Tech data.pdf

The best tool for all part information is the actual PET 7.3 program and database that the dealers use.  They do not use the PDF version that is somewhat available online.  With the actual PET program one can find parts by name, term part number, find what models use the same part, part updates, etc. 

One note is that to use PET one needs windows 32 bit OS. 

I thought this a good place to check this out. Another Porsche owner upgraded his 986 from t he original 15 in wheels to 17s and now his speedo is way off. He went with Porsche factory 17 wheels and proper tires size.

Does one have to adjust or recalibrate t he speedo after changing wheels even when staying in factory wheel/tire size combo?

First the eBay seller you mention only has PIWIS 1 units listed or sold on eBay and the PIWIS 1 goes up to 2010 and will not scan the Macan.

I have also run into a few shops that had units from China.  All the China units from 3 different vendors)  are running the PIWIS II software on VM so the laptop runs slow and PIWIS II which Porsche tech will tell you runs slow runs even slower.  And I know a few shops have had problems with them and there is no support from China when a problem occurs. 

PM me and I can help you with a 3rd alternative....

Before getting into the PIWIS vs Durametric conversation, I would strongly recommend the Professional version not the enthusiasts Durametric. It is not limited in how many cars it can access so if and when one may sell it the Professional cable resells for just about the original price.

So now there goes most of the difference

The actual Porsche OEM parts program and database that Porsche dealers use is PET.  Both PET and Partslink24 are by Lexcon and the main difference is that Partslink24 must be online and PET can be installed on computer and does not use online access but partslink24 has VIN filter capabilities and Lexcon has locked out VIN info from PET unless one is a registered dealer.  As mentioned Partslink24 is either $40/month or $30/month if contracted for a year.   One advantage I like in PET is the parts usage feature that shows all models that use the same part.

And the diagrams on Autoatlanta are from PET.

Most of these questions are covers in the 981 WSM. I know it's hard to get but if you PM or email me I can try to help you. Also PET 7.3 covers the 981 with complete parts info, exploded views and more.

As I said it should. I presume pst2 unit failed? I prefer to insett HD in IBM 600e. Faster and color and repairable. .

It should but you wil need to transfer the kts card too.

I recommend you buy the clutch kit complete, save a couple hundred and have a professional do the job.  As to whether you should do the job yourself.. answer one question.... Would you drop your engine or transmission from your car yourself?  And do you have the complete WSM for the 997?

If you need the Porsche WSM or PET or .. send me a PM