JFP in PA

P0638 is the code when the expected and actual position of the throttle blade does not match. As this harness is very resistance sensitive, have you checked all the wires for high resistance (possible a bad solder joint)? Porsche, by-the-by went electronic to protect their intellectual rights. Historically, they have been very aggressive when anyone steps over that line, even shutting down websites for using their logos without written permission.

Not really. Not all codes are treated equally under the EPA guidelines for passing the enhanced inspection process. Direct emissions issues (EVAP, O2 sensors, etc.) have to run clean for a period of multiple cold starts to full warm up and highway speed drive cycles, such as the SAI system; other codes, like the VarioCam system are either good or not good, no drive cycles are required once the repair is made and the code cleared.

Manifold vacuum is going to vary with throttle position, but at idle you should be seeing around 20+ inches of vacuum. More than likely, you are going to need to install a vacuum reserve chamber along with the vacuum pump to assure sufficient vacuum under all operating conditions.

You need to understand that Bosch is correct in their response, Porsche stopped printing all factory service data years ago, and started shutting down websites that publish anything they feel is their intellectual property, so there is precious little information out there. If you want to get the factory data, you need to start a subscription to Porsche's PIWIS TSI electronic technical information system, which will give you online access to the information you feel you need, but at a price.

To help making your life easier "the next time", get yourself a "Tub O Towels" for your shop: These things are incredible for a quick but through cleaning of your hands or what not without having to visit some running water. A quick wipe and your good to touch just about anything. Also great for cleaning that pile of tools when a project is done.

Plus your hands stay a lot cleaner that way

And props to you as well Duncan, this was no small undertaking by talkenrain, but he would not have pulled it off without your persistent help. Well done

Strange, we have always found them to be responsive, even if it was only to say they were working on it and didn't have an answer yet. Have you tried asking a second time?

There are a lot of good quality wrenches out there, you don't need to jump for the top of the line Snap-On, just don't go with the cheapest thing you can find. Inch pounds of torque are not large values in and of them selves, so buying something dirt cheap but very inaccurate can easily take you where you really don't want to go. A good used unit would be a better investment, plus you can always sell on a quality tool, even if you purchased it used. Testing an inch pound wrench, which may only go to 12.5 ft. lb. max. against another wrench that can't read below 10 ft. lbs. is also questionable; both are operating at or near their limits (upper and lower) which is not a good place to test accuracy. Several companies sell very accurate torque wrench test fixtures for this purpose, or you can often get the manufacture to test it for free if it doesn't need recalibration (Snap-On does this).

No one stole for a reason: HF torque wrenches do not hold their accuracy, which can be devastating on inch pound fasteners.............

I'm with Duncan on this one, with oversized injectors and a different intake, I don't think the stock DME program is up to the task.

Looks good Loren

Again, I would like to see fuel trim values.......

Not necessarily. At idle, a good MAF would read in the 12-24 Kg/H range. What kind of readings did you see while it was still running? I would also remove connector of MAF sensor, connect ohmmeter to MAF sensor pins 1 and 3. Display should read : 2.3 - 2.7 k ohms at 20 °C Also check for a short to ground. When it was running, did you capture fuel trim values?

I'd also like to see the engine number..........................

Duncan is correct, that car should be E-gas...............

I don't understand why you had a problem with a partially filled system using the Airlift tool, we do exactly that just about every day. As long as the tool adapter at the surge tank is above the liquid level, and the engine is not hot, the tool will not draw in coolant. When you start with air trapped in a partially filled system, throttle the compressed air feed slightly to allow the system to "burp" the air out gradually without causing a surge of liquid towards the tool. When the system stops "burping", you can open the air feed wide open and pull the system down to full vacuum before pulling in the additional coolant mix needed. With a drained system, refills take about 5 min.; starting with a partially full system it may take you 10-15 min but when you are done, you won't have any further issues.

The best way is by using a tool such as the Uview Airlift, which is also the factory tool for doing this. Some people resort to all sorts of tricks like tilting the car at weird angles and such to get the air out; but the corrrect tool make refilling the cooling system a 5 min. Job with the car sitting on the ground.

It sounds like you have an air pocket in the system. The correct way to refill these systems is under vacuum, removing the air before sucking in the premixed coolant. Usually, the smallest line on the coolant tank runs to the top of the oil cooler to help get air out (the oil cooler is the highest point of the cooling system).

I would try the magnetic fishing approach first, but be sure the magnet is solidly attached.

Then is sounds like one or more of the other lines are out, which is going to take more sophisticated equipment/diagnostics to evaluate.

Parts for this car are going to be an "Easter egg hunt" as Kremer may have had some of the parts manufactured for them. You may want to simply go to the Kremer brothers and ask them: Kremer Racing Here is an interesting article taken from MCP Motorsport " The PORSCHE KREMER 930 STREET RACING Right at the end of an industrial estate in north Cologne there is a Porsche dealer by the name of Kremer. If you were to walk into their showroom, you would find the expected half dozen or so new Porsches and point of sale material that any new car dealership carries. Cast your eyes past the glass cabinet of Porsche Possessions and up the stairs beside the receptionist and if you are a model car buff, you will be transfixed by the 53 1:43 scale model Porsches in bright racing regalia. So someone at Kremer collects models of racing Porsches? Correct, but all of these models either represents a car that Erwin Kremer has raced under his own banner, or the company Porsche Kremer Racing, has prepared for a client. And, according to Manfred Kremer, there are many more. Porsche Kremer Racing is the Motorsport division of E & M Kremer. The two brothers, Erwin and Manfred have been in the Porsche business for nearly three decades. They celebrated the 25th Anniversary of their company in October 1987, which places the start of their Porsche servicing business with the 356 cars, a year before the birth of the 911 on which the company's racing fortunes was built. It is unusual for any tuner to be able to hold a Porsche franchise, but in recognition of the tremendous effort that Kremer has put into promoting the success of the marque in international motorsport, this hurdle and another rather more political one were removed by the powers that be at Stuttgart. Normally, to gain a Porsche franchise, one must first prove oneself as a Volkswagen-Audi dealer. From the original network of 210 Porsche dealers in Germany, there are now only 80, following a rationalisation in the late 1980s. Kremer is the only one who is purely Porsche. An accolade has been bestowed. Kremer's racing successes began 22 years ago when they campaigned a short-wheelbase 911 2.0 litre and emerged winners of the European Touring Car Championship. Every year since then, up to 1985, a Kremer prepared Porsche of some description from 911 to 962C has figured in the winners circle of motorsport events from German Sportscar championships to Le Mans in l979 and IMSA a year later. Kremer prepared the Leyton House sponsored 962C that started 11th on the grid at 1989's Le Mans. But in that fateful race which was won by the Sauber prepared Mercedes cars, all the 962C's were retired after two cars suffered serious engine fires thought to be caused by faulty fuel system components. Such a racing pedigree is bound to be called upon by customers who want their road cars prepared by a company who really know what they are doing, and it was natural for Kremer to call on their competition experience to oblige. In view of the huge amounts of money that can change hands in the course of commissioning a special car in Kremer, it is surprising that they do not produce a glossy brochure unlike the various BMW, Mercedes-z and even VW-Audi tuners that proliferate in Germany. But if you stop to think about it, most of these other tuners also do a wide range of body styling additions on which they can base a glossy catalogue. Suspension and engine bits can be hung around these as a matter of course. Serious engineering based tuners like Kremer and Ruf let their reputations and the performance of their cars speak for them and as the permutations of engine modifications for just 911 engines, let alone other Porsche models is vast. Kremer only mention three or four typical examples and ask the prospective client to discuss their individual needs with the firm. They speak of 235bhp as a simple conversion for the 3.0 litre 9I1SC and offer up to 410bhp for a road going 3.3 Turbo, but we were shown one flatnose car belonging to a customer that had a Group C 962 engine with nearly 680bhp lurking under its hood. "This cars' engine has Le Mans specification cams in it, "explained Achim Stroth, Kremer's Customer Relations Manager, "and this 'soft' state of tune for endurance racing makes the car docile enough for street use, but only in the country-side. City driving would be asking too much. The car that Stroth had arranged for us to photograph on this visit was some way short of this ultimate road car. It was going to a Japanese customer who lived in Tokyo. Now those of you who have been to Japan will realise that traffic conditions in downtown Tokyo are somewhat worse than central London at rush hour. The chances of being able to open up a normal 911 let alone a tweaked monster are just about nil, but in Japan, prestige is all that counts. Thus, the car was to be visually one of Kremer's less subtle efforts. The front of this jet black 911 Turbo is dominated by the huge oil cooler intake which is integral with a deep front air dam of the rounded shovel variety. This blends into the huge front wheel arch flares and continues along the sides of the car to meet the rear arches. The wheels are Porsche Fuchs alloys but of massive 9 x 15 inch and 13 x 15 inch dimensions, chromed but with gold centres. These are shod with Pirelli P7 rubber, 225/50VR15 in front and 345/35VR15 at the rear. Compared to any other Wicked 911 you have ever seen, the Kremer car looks as if it is sitting a mile up in the air. This is not a mistake on Kremer's part, but simply a ploy to get past the Japanese car import red tape which dictates bumper and headlamp height. Once the car is imported and certified, it will be lowered to its correct height and will cease to look like a cartoon caricature of itself. While the car is street driveable, it will spend some of its life taking part in club sport events. Hence a full roll cage, racing seats and race harnesses have been installed. Aftermarket suspension tuning in Germany has not progressed to the degree of sophistication offered in the United States. The Weitmeister fully adjustable suspension components offered by companies like Precision Porsche in California are in fact available in England through Stuttgart Connection, but very few people know about them. Companies like Kremer and Ruf still rely on the older style of suspension tuning for 911s using bigger torsion bars and anti-roll bars and updated dampers to adjust their suspensions to higher performance needs. Beyond that, they convert the cars to coil springs. The engine is the most interesting part of this car however, and to get the 410bhp (DIN) that Kremer claim, they have had to do some serious work to the major components. This was a new car to start with and the motor was completely stripped and checked. All the components were blueprinted and balanced and the engine casing had shuffle pins installed to prevent case movement under the huge internal pressures. The heads were gas flowed and the ports matched on both intake and exhaust sides to their respective manifolds. A Kremer four-pipe exhaust system is used which is worth 15bhp in itself, and this makes full use of the hotter cams. A lot of the engine's staying power comes from a huge intercooler that sits on top of the engine and necessitates the larger rear spoiler on the hood. This is a recommended part of any high boost turbo conversion and together with a specially machined 1(27 turbo, gives 75bhp extra on a stock 3.3 Turbo engine. In conjunction with the four-pipe Kremer exhaust, this extends power to 390bhp com-pared to the stock European 300bhp output. The conversion also removes a large part of the turbo lag and endows the car with better low speed response with boost starting at 2,500rpm. If you can get your eyeballs past the huge intercooler, you will see that the engine has twin ignition coils and a 12-plug distributor to help it burn all the fuel It is fed at high rpm. Trace the plumbing back to the cockpit, and you find a large knurled knob resting next to the handbrake. This is the boost control knob. Kremer slightly understate in their catalogue when they describe this device as being "used to correct weather influences as needed etc to adjust the boost in case it's too low or too high!" The finishing touch before we could take the car away for photography was the application of gold coloured decals to the running boards which proclaimed 'Kremer Street Racing,' a contradiction in terms if ever there was one! Starting a 410bhp 911 Turbo is no different from a stock version, but the noise when the engine catches is. The four pipe exhaust gives a deeper more purposeful note and when you blip the throttle, it reminds you of a toned down 934 racer. Because the car was due to be whisked away to a ship bound for Japan next day, we could not take it far and certainly not fast. In any case, the mechanics wanted to complete their final shakedown and adjustments to make sure it left their hands perfect. The short drive we had though was enough to show that low speed throttle response was indeed no worse that stock and while 300bhp may give you a hard shove in the back, 410bhp is more like an enormous wallop. Achim Stroth emphasised to us that Kremer are much more geared towards their racing activities than building modified road cars for customers. Certainly you can expect the same level of component and build quality in a Kremer road cdnversion as you would get if you commissioned a Group C Porsche from them. Kremer have no plans for a spectacular road car to challenge the likes of the Ferrari F40 or Porsche 959 in top speed shootouts. For them, their efforts are channelled towards maintaining the lead in sportscar racing that they have acquired and held for nearly three decades. You can hardly blame them - it is what they do best. " __________________

The item I was thinking of looks like this: The one on the other side may be like this: Both are variations on a theme and are considered plastic rivets.

No diagnostic system is going to work correctly if there is no power.

Welcome to RennTech The OBD II port also has a power pin (#16), which most diagnostic system use to power themselves. You might start by seeing if that is still hot with the key on: