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JFP in PA

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Everything posted by JFP in PA

  1. Your choices are limited by Porsche's rather unique diagnostic logic protocols, a PIWIS would be the best but is a lease only item and starts at $18K for the first year. Next would be the Durametric software system, which has around 80-85% of the PIWIS capabilities and sells for less than $300 with unlimited update capability. There are a couple of other after market stand alone scanners out there as well, but they have considerably less diagnostic capability than the Durametric system.
  2. I am not even remotely suggesting a new MAF, I'm suggesting that experience has shown that a dirty MAF, or one with resistance in the circuit can result in idle issues that do not throw codes, Futher, I am suggesting that you do more diagnostics, such as reading the MAF values vs. specs, and looking at the MAF sensor to see if it is simply dirty. Far too many people simply throw expensive parts at a vehicle without really knowing what it needs...........
  3. P0452 indicates a short to ground in the system, which may be an electrical issue outside the tanks sensor itself.
  4. That does not mean anything. You need to take a look at your MAF, looking for dirt build up. If it is there, you need to use a correct MAF cleaner to remove it as you cannot touch the sensor itself. Another alternative would be to check your MAF values using a Porsche specific scan tool.
  5. Year of the car is always useful......
  6. No picture attached. Quite often, erratic idle issues are MAF related, a dirty sensor or corrosion at the electrical connectors being a common fault.
  7. Welcome to RennTech I can tell that your mechanic does not specialize in Porsches. This is a topic that has been discussed many times, and a good search would help you fill in the details. In a nutshell, cold air systems are a waste of time and money on these cars as it came from the factory with a very well designed one already installed. Your current fuel injectors are capable of delivering more than enough fuel, so putting in larger ones is also a general waste of time and money. They also won't add anything as the DME will step in and throttle them back to maintain the correct A/F ratios. The next big "fix" to produce more power are the aftermarket reflashes of the DME, which typically produce increases that fall with in statistical error range of the factory output on a dyno. Larger throttle bodies and trick intake plenums also add little if anything on the dyno. The best suggestion I would give to you is to remain very circumspect of performance gain claims you see in internet ads for companies that sell these mods; most are pretty much hot air. So the question becomes how to get more power; the unfortunate answer is to spend a lot of money. These engines are a system and need to be approached as such. It is very possible to generate a lot of power, nearly twice the factory output, but it comes at a stiff price: Approaching $20K for a completely redone engine out of one of the premier M96 engine builders.
  8. According to Porsche, the correct fuel gauge sender for your car is a 996-620-832-02 (per board sponsor Sunset Porsche). Sunset Porsche listing for 2004 Boxster s fuel pump
  9. To disprove your logic, we have never seen a composite impeller that slipped on the shaft from the jamming you propose, but have removed a mountain of them with blade tips worn away from contact with the engine cases after the shaft bearings wore loose and the impeller began to wobble. Porsche acutally tested and evaluated both composite and metal impeller pumps, and went with the composite design as a scraficial componet to prevent permanent case damage. But by all means, feel free to use what ever you please; after all, it is your car, and your money; and you will the one that has to deal with the consequences.
  10. Run a metal pump for a while and you will completely understand. Porsche uses a composite impeller pump because there are only a couple of thousandths clearance between the front of the engine case and the rear of the impeller. When the pump wears, and the shaft begins to wobble (which the all do, regardless of what type of impeller is involved), the composite pump will start to break up. The metal impeller pump will start machining metal off the front of the engine cases, both filling the cooling system with fine metal particles that are both difficult to get out, and clog off some of the many small diameter cooling passages, both reducing the pump flow, and creating hot spots in the engine which leads to things like cylinder head cracks. Once the metal impeller pump is removed, and all of the metal filings that can be removed are extracted using an arduous (read expensive) flushing process, a new pump, regardless of the impeller type, will not flow as much coolant, leading to a permanently hotter running engine. We have seen the scenario play out multiple times on customers cars; there is an important reason Porsche used a composite impeller pump.......
  11. An interesting write up with one "minor" difference: the B90 system was designed to be able to replace the bearings without disconnecting or removing the hub carrier. Once the carrier is off the vehicle, it is far quicker to just use a standing bearing press. The B90 saves techs a significant amount of time by allowing your to pull the bearings with the carrier still in place..... We use it this way every day: How to use the B90 on a Porsche
  12. This is going to require several specific tests, you need to find out what the intake vacuum level is at idle and at an steady engine speed (around 2,000 RPM steady, not revving the engine) looking for a possible exhaust blockage, You need both low and high pressure fuel pressure readings, you need to check the cam and valve lift actuations for correct movements, etc. This type of problem requires sequential elimination of each of the possible fault causes listed in Loren's post.
  13. The car should not start that way; either someone has altered it or the ignitions switch is bad. If you have sludge in the filter housing, you have sludge in the engine.
  14. Without seeing it, that sound reasonable.
  15. Are you sure it is the line and not the fuel tank connection itself? Your 2004 has a fuel filter that is part of the pump assembly itself down in the tank.
  16. What scanner did you read that code with? Reason I ask is it comes back as a high exhaust gas temperature sensor.........
  17. If the stat is stuck wide open, reving the engine quickly increases coolant flow without any "throttling" effect of the thermostat, and temp drops below normal range.
  18. The thermostat sets the minimum temperature of the engine' if it is stuck open, the engine will tend to run cooler.
  19. Welcome to RennTech There is a small switch near the latch that closes and completes the circuit when the boot is opened; I'd start there.
  20. This exact problem was just discussed, with complete fix details and photos on the 986 Forum: http://986forum.com/forums/general-discussions/66146-need-everyones-help-pushed-front-drain-hole-grommet-through-hole.html
  21. Welcome to RennTech There is a specific thread area for recovering radio codes called "Lost Radio Code - post your request here"; I would suggest reposting there....
  22. I would also ask whose IMS retrofit was used; there are some replacements that are not as good as others...........
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