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Joseph Maduzia

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About Joseph Maduzia

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    Champaign
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  • Present cars
    1999 Porsche Boxster
    2008 Toyota Corolla
    2011 Subaru Outback
  • Former cars
    1990 Toyota Camry
  1. Installed the new MAF. No change in error code. Refurbished ECU, no change in error code. ECU only intermittantly connecting, so replaced ECU with someone else's refurbished ECU (all through Specialized ECU Repair). Original P0102 code now gone, but now I get P1551. The original IAC read within specs according to mechanic, but replaced it anyway just to be sure. New IAC still shows P1551 error code. The only things I can think to test now are vacuum leaks (b/c they seem to be the secret cause of engine codes) and possibly trying to find a wiring harness to pin test all ECU pins while system is on with volt meter. According to mechanic, the vehicle hovers around the speed when cruise control is set, and idle sometimes bounces up and down. Otherwise car seems to run exactly like it did before I replaced the ECU. I'm starting to believe that there is some ghost ECU or wiring problem. Any thoughts?
  2. Then I will purchase a new MAF and find out. Thanks again for all your help!
  3. Thank you for the quick response! I saw the 2.3 to 2.7 kOhm resistance criteria in a manual for 986 DME 7.8. Is the resistance criteria the same for DME 5.2.2? I imagine it is, but I just wanted to confirm.
  4. 1999 Porsche Boxster 986 shows check engine light (CEL). Code read at autozone as P0112 Error Code (Intake Air Temperature Circuit Low Input). According to <http://repairpal.com/obd-ii-code-p0112>, the error code causes could be Defective Intake Air Temperature Sensor (IAT) Dirty air filter Defective Mass Air Flow Sensor (MAF) Faulty or corroded Intake Air Temperature wiring or connection MAF: Bosch 996 606 123 00​ (serial number?:0 260 217 007) DME: Bosch 996.618.601.04 (serial number?:0 261 204 605). Lots of other numbers on DME. Can post image if required. After doing some research, I did some basic digital multi-meter tests between the MAF, IAT, and DME (MAF/IAT are combined into one unit in the '99 Boxster). NOTE: Engine Control Unit (ECU) seems synonymous or very related to DME or Digital Motor Electronics in the Porsche Boxster, Boxster S Service Manual: 1997-2004 by Bently Publishers {ISBN-10: 083761645X -- ISBN-13: 978-0837616452} I detached the MAF cable from the MAF, and I uninstalled the Engine Control Unit (ECU) from the trunk wall and detached the ECU cable from the ECU. I then measured the resistance between the following terminals. These results were: MAF 1 to DME 15: 0-0.5 Ohms MAF 2 to DME 54: 0-0.5 Ohms MAF 3 to DME 45: 0-0.5 Ohms MAF 4 to DME 47: 0-0.5 Ohms MAF 5 to DME 17: 0-0.5 Ohms Based on the pinout of the MAF to DME, and according to Porsche Boxster, Boxster S Service Manual: 1997-2004 by Bently Publishers, I have a DME version 5.2.2. I'll have to update what the service manual descriptions of these terminals are tonight when I am near the book again. Then, with the MAF re-installed and the DME re-installed and all cables reconnected, I measured the following values: Engine @ idle, MAF 4 to MAF 3 is 5v. Engine @ idle, MAF 1 to MAF 3 is 3volts Engine @ idle, MAF 2 to MAF 3 is 13.6volts. Engine @ idle, MAF 3 to car ground is shorted. Engine @ idle, MAF 3 to MAF 5 is 1.38V. Engine @ 3000 RPM, MAF 3 to MAF 5 is 2volts. From these measurements, it appears as though the MAF is running properly. Could someone confirm? Other tests/info: I cleaned the MAF with MAF cleaner, which had no effect. I drove the car with the MAF cable removed from the MAF and the car drove exactly the same as with the MAF cable connected. I bought the car with the P0112 error code showing, so I don't know what the car drove like without it. That said, the car does not have difficulty idling and is definitely faster than my 2008 Corolla LE. I can't say if it is as responsive or as quick as it should be, however. To try to find vacuum leaks, I sprayed carburetor cleaner on literally everything I could see in the engine with the top engine cover removed. the engine speed did not change from idle at any point during the carburetor cleaner test did. With the engine off, the MAF removed, and the air temp around 60-70°F, I measured the MAF terminals below. MAF 1 to MAF 3 is 1.7 kOhm. Maf 2 to everything is either open loop or megaohms. Then, with engine still off and the MAF removed, I breathed on the thermistor and read the following values: MAF 1 to MAF 3 is 1.4kOhm Maf 2 to everything is either open loop or megaohms. Based on a DME 7.8 manual, the IAT is supposed to read 2.3-2.7kOhms at ~20°C. Which would put the resistance of my IAT (1.4-1.7kOhms) a little low. Does anyone have a DME 5.2.2 manual to confirm what the resistance of IAT (pin 1 to 3) should be? If this resistance is OK, then does anyone have ideas as to what else the problem could be? It seems like my current options are: Replace MAF (~$250 <http://www.pelicanparts.com/cgi-bin/smart/more_info.cgi?pn=996-606-123-00-M14&catalog_description=>) Vacuum system smoke test Re-flash DME (~$400) Replace DME(~$1000 min) ​I've read bad things about using after-market MAF's, so I will only be replacing w/ official MAF if that is the correct path to take.
  5. Hello, I just bought a used 1999 porsche boxster, and I unplgged the battery which, of course, reset the CD player. CDR-220 Becker 1 Type 4462 SN X5032063 Thank You
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