Loren

Can you send me the link for the wheel alignment specs for the Carrera 996 Models? The link above seems to be broken. THANKS The link works fine for me http://www.renntech.org/forums/index.php?showtopic=185

After the correct number of drive cycles the DME will turn the CEL off - as long as their are no other problems that would turn the CEL on. I always double check with a fault code reader.

:welcome: P0131 Oxygen Sensor Ahead of Catalytic Converter (Cylinders 1 - 3) - Signal Wire Short Circuit to Ground or Incorrect Voltage Possible causes: Short circuit in signal wire to ECM ground or housing ground. -- When this fault occurs, DTC's P1ll5 and P1ll9 may also be stored in the memory, although these are not actual faults. Short circuit of sensor ground to ECM ground or housing ground. -- When this fault occurs, all four oxygen sensors are always stored. Output stage in DME control unit short to ground. Note: If DTC P0131 is stored and faults in the sensor heating or in the remaining three oxygen sensors are also indicated, there is probably only one fault in one oxygen sensor. I would erase the fault and if comes back - check the wiring on the pre-cat O2 sensor of bank 1. If the wiring is okay then replace the sensor.

Yes and no. The C2 (non S version) 997-1 and 996 share the same brakes. The C2S and C4S 997-1 series use the same brakes as the 996TT (and 996 C4S).

Option M565 would be side (door) airbags.

For what model and year car please...

Excuse me but those are NOT O2 sensor fault codes. Those faults show that the idle range is sensing too much air. P1128 Oxygen Sensing Adaptation, Idle Range, Bank 1 - Below Limit P1130 Oxygen Sensing Adaptation, Idle Range, Bank 2 - Below Limit Possible fault causes: - Incorrect signal from MAF sensor - Fuel pressure too high - Fuel injector leaking - EVAP canister purge valve open The most common cause of this fault on a 996TT is a bad MAF (or not connected MAF).

:welcome: Please do a search here for similar problems. You likely have either a bad microswitch in the door handle or a bad window regulator. Both have been discussed here many times.

The obvious ones are noted in your Owners Manual.

Try 0653 or 0651 If you have not already read this FAQ - please do so... Lost Radio Code - FAQ, PLEASE READ THIS FIRST

Cluster lights stay on for a while after your remove the ignition key (about 3 or 4 minutes). If you push in on either re-set button at the side of the tachometer, the digital instrument lights will illuminate. You might check to see if either button is stuck in....carefully. If you break a shaft, you'll find that there is no "official" replacement part available. A RennTech board member is a source of new shafts (satisfied customer here) or an old instrument cluster will have to be dissembled for the shaft. -- B Whall

Did you look at this forum? Diagnostics, Tips and Tools

Try 9728 or 9726 If you have not already read this FAQ - please do so... Lost Radio Code - FAQ, PLEASE READ THIS FIRST

Durametric software on any laptop is the only Porsche specific tester - other than the very expensive factory units. I recommend Durametric. Yes, sounds like you have an air or vacuum leak.

Your topic was moved to: Cold Air Intake------Then Cel It was also answered there so I am closing this thread.

The noise is the secondary air pump - used for emissions. Perfectly normal for this pump to run for a couple of minutes at startup. Yes, you can disconnect the battery to clear the fault (but you won't know the fault then) - and make sure you have your radio code. If it runs fine with the stock setup - then you know your problem. Either the EVO install was flawed, the parts are flawed - or it just plain won't work on your car. In the last case I have seen someone try several EVO kits and none of them would work without causing a CEL. In that case EVO gave them their money back.

"Electric fans (radiator fans) There are two radiator modules installed in the front of the vehicle (on the left- and right-hand side). These radiators are each fitted with an electric fan. They can be operated at two speeds and are activated by the DME control unit whenever the following conditions apply: Electric fan, speed 1 (Ground to DME control unit, terminal 35) Coolant temperature higher than 96.75° C or air conditioning switched on. Electric fan, speed 2 (Ground to DME control unit, terminal 36) Coolant temperature> 102° C or air-conditioning fluid pressure switch closed (coolant pressure> 16 bar). Note: The electric fans for the radiators are only triggered when the engine is running! ------------------------------------------------------------------- Engine Compartment Purge Fan To reduce the temperature of the engine compartment, a fan actuated by the DME control unit is installed under the ventilation grille of the engine cover. If the fan is active, fresh air is fed into the engine compartment. The fan can only be actuated 100 seconds after the engine has been started. Functioning 1- With engine running or ignition on: If the engine temperature is higher than 102° C and the engine compartment temperature is higher than 60°C, the engine compartment fan is switched on for 30 seconds by the DME control unit and the engine compartment is thus ventilated. 2 - Engine compartment fan if vehicle is stationary and engine is switched off (after-running of control unit): If the engine compartment temperature is higher than 60° plus C when the engine is switched off (ignition off) or if the engine stalls (engine speed: 0 rpm), after-running of the DME control unit lasting 20 min. begins. The DME relay remains active. After-running of the fan continues until the programmed time has expired (20 min.) or until the next engine start after which the engine runs for more than 100 seconds. If the engine compartment temperature is higher than 84.75° C during after-running of the control unit, the engine compartment fan is started and runs for 30 seconds. If, at the end of the operation period (30 seconds), the engine compartment temperature is still higher than 84.75° C, the engine compartment fan is started and runs for another 30 seconds, etc. If the temperature now drops below the threshold (84.75° C), a polling pause lasting 10 seconds occurs. Note: If the engine temperature has not dropped below 80.25°C after the engine compartment fan has been running for 25 seconds, a fan fault is registered and the coolant level warning lamp is activated (flashes)." Quoted from the MY1999 Carrera (996) Service Information Book - available here for viewing by our Contributing Members.

Porsche sells a C4S Aerokit package - it includes both front and rear spoilers. The Turbo rear deck lid is different - C4S has the reflector portion so the C4S lid is longer.

You DO NOT have any problems with your O2 sensors. If you have: P1124 Oxygen Sensing Adaptation Area 1 (Cylinders 1 - 3) - Rich Threshold What this is telling you is that the mixture is too lean and the DME can not male it rich enough. Usually this means you have an air leak or a bad MAF. Either way your DME thinks there is too much air and not enough fuel.

My point is about matching springs for the exact car - the is how to maximize both performance and safety. Yes, H&R will work as long as they are spec'ed for your car.

What are you going to do to the springs - cut them, rebend then and then adjust their length? Not likely. It is best to buy springs that are already made ("tuned") to the specs of your car. Remember this as you are taking a high speed turn at 100 plus MPH. Porsche tunes their suspensions for a reason - to make the cars fast and to try to keep you alive.

Fit - yes. Correct spring rate - no. Porsche springs (and struts) are matched to the car's weight, body style, and transmission weight. So, even the 6 speed will have different springs than the Tiptronic. For example: Turbo coupe, 6 speed weight = 3394 lbs. C4S coupe, 6 speed weight = 3020 lbs.

955.572.219.10 Particle filter -- US MSRP $27.24

Try 6690 or 6688

or a heat shield...