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About mklein9

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    Contributing Member

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  • From
    Palo Alto, CA USA
  • Porsche Club
    PCA (Porsche Club of America)
  • Present cars
    2002 996 C2 coupe, Lapis Blue, X74
    2005 987 Boxster, Atlas Grey (spousemobile)
  • Former cars
    1987 Carrera coupe, Venetian Blue, sold 01/2013 with 151k miles, strong as ever: http://blue-carrera.com

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  1. I measured and looked today and found: Continuity from DME to sensor connector was fine on ground and signal (0.1 ohms), but +5V supply was open (DME pin C7, X59/2 pin 22, sensor connector pin A3) Also checked continuity from X59/2 connector both ways (to DME and to sensor connector), which had the same results as #1 Checked resistance between sensor ground and sensor signal which was open, so given that fault code P0342 appears together with factory code 112 ("below limit" i.e. short to ground) it must be something other than wiring introducing a short or other type of no
  2. Was running great for 2 weeks and the same issue came back, even more frequently. Usually P0342 and sometimes P0344, with CEL. I cleaned the X59/2 connector with Q-Tips and the green stuff is gone. Seems unlikely to be dielectric grease since dielectric grease should be very stable over time. I've tried measuring resistances and voltage but I must have gotten something wrong because they didn't make sense. With hall sensor connected, measuring at the DME connector (unplugged from the DME) from hall sensor signal to ground was an open circuit. With hall sensor disconnected, DME pl
  3. I am not really sure what the green stuff is. The consistency does seem like it is greasy, but hard to tell. So it could be old dielectric grease, maybe reacting with Deoxit DN5. I doubt it's a sensor failure because the symptoms were gradual and intermittent. I had noticed a few momentary power losses over the last month or two that preceded the CEL, which would be likely results of intermittent bad hall sensor signal. The CEL went away by itself too. Since I've taken the X59 apart, sprayed more Deoxit DN5 in them, and inserted/removed them numerous times this weekend, the engi
  4. My 2002 996's X59 connectors have been problems in the past and may be acting up again. Back in 2014 I got the car with newly repaired engine due to IMS bearing damage from Flat 6 Innovations and the instant it came off the truck it had severe running problems which, after much effort and expense, were tracked down to bad X59 connections. For some reason it didn't show any issues at Flat 6. Last week a new CEL showed up with a P0342 code -- bank 1 camshaft hall sensor/sender with implausible or low signal. After the experience in 2014 I didn't think the sensor was faulty, but more likely so
  5. Thanks Ahsai, good that you have an engine out and ready for pics! It was super easy to find the bank 1 camshaft hall sensor now that I knew where to look. The sensor connection looked fine but the engine connection in the X59/2 connector is a different story. Hit them all with lots of Deoxit DN5.
  6. BTW, is the bank 1 sensor in the same location on the heads, but the heads on bank 1 are flipped around from bank 2 (for a 2002 996)? I.e. same position as Ahsai circled, except looking from the back of the car forward. I have a CEL from a P0342 which is for bank 1. I spent a little time this morning looking for the bank 1 sensor and it wasn't obvious to me where it was.
  7. I bought a used clutch from local PartsHeaven (delivered the next day), $150 plus tax and shipping. They decided it was easier to just send me a whole compressor instead of pulling the clutch off. It took 30 seconds to remove the clutch pressure plate from the "new" compressor and 20 minutes to install it on my compressor, most of the time being to R&R the air filter housing. That is the quickest saving of $1000+ ever. Seems to work fine, at least it spins when the A/C control is turned on and doesn't when it's not. So if anyone needs a used Denso compressor without the outer
  8. @Judibake, this is great info. I was not even aware of DCauto.com and yes, they have a used clutch for $100. In my case, it looks like the outer pressure plate unscrewed itself and simply fell off. I looked all around the engine compartment and there's no sign of it.
  9. Super old thread but same question. My compressor's clutch simply *disappeared* last week. Mechanic looked through the engine compartment on a quick inspection and could not find it. The compressor looks OK but the electromagnetic clutch plate at the front of the assembly is simply missing and the clutch does not engage. Sunset Porsche now has a full parts catalog online. Clutch by itself is $642; full compressor assembly is $1258 (new, I suppose, 996-126-011-52). Pelican has the full compressor assembly from Denso for $499 (new, 996-126-011-BX-M11), and Porsche compressor assembly with clu
  10. OK, thanks JFP. I found the Pelican photos too but it is not obvious from the photos alone that the unit can be loosened enough to remove the fan without disconnecting the hoses and removing the whole assembly.
  11. Next time, try looking up the parts in the Porsche PET system. Your passenger's side fan is available as a separate part, #99762412802, and retails for a tad under $450.. Thanks JFP; I was aware that the fan can be bought as a separate part but was asking if the replacement of the fan alone can be done without removing the whole unit from the car. Sorry for confusion on the question.
  12. Durametric says I have a problem with the passenger side radiator fan. Using the Actions controls to turn on the radiator fans, the passenger side fan does not turn on in either low or high setting. Previously while replacing brake pads I removed the wheel well liner and inspected the radiator unit. The fan turns freely when manually pushed but does not turn under computer control. So the fan motor appears to have failed. Driver's side fan works fine. The fan is mounted to the radiator as a unit and it appears impossible to remove just the fan without removing the whole unit, and give
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