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JFP in PA

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Everything posted by JFP in PA

  1. JFP in PA
    I don't think he has ever been here.
  2. JFP in PA
    Remove the coolant drain plug near the thermostat housing (you will need a new crush washer for it). Disconnect the hose going from the thermostat housing to the front of the car. Realistically, unless you are going to refill the car with water, run it, and re drain it a couple of times, you are only going to get 80-85% of the old coolant out. You are going to need a minimum of 90 PSIG sustained air pressure to correctly run one of these vacuum fill systems. Your recharge mix should be a 50/50 mix of fresh coolant (we only use Porsche's stuff) and distilled water (about $1 a gallon at the supermarket); never use tap water. In a 5 gallon bucket, you can comfortably mix 2 gallon each of coolant and distilled water.
  3. JFP in PA
    Check with them and ask if they did a PIWIS reset of the system, you may find that they did not and just wrote the PCM off as needing replacement. The reset only takes a few min. of diagnostic time, which has got to be one Hell of a lot cheaper than a new unit.
  4. JFP in PA
    PIWIS ( Porsche Integrated Workshop Information System) is the name for Porsche's computer diagnostic system, it is capable of analyzing every system in the car and resetting various systems when they act up or need to be replaced. All dealers and many independent shops have them.
  5. JFP in PA
    It probably needs a reset with a PIWIS unit.
  6. JFP in PA
    "Check the rubber stops on the rear lid after racing"? Wonderful.............
  7. JFP in PA
    Welcome to RennTech :welcome: OK, let's start with the basics: Did you put the system into its "service mode" before jacking it up and working on it? Did you change any of the system sensors while doing this repair? Did you recalibrate the leveling system after the repair?
  8. JFP in PA
    P0430 is often an aging cat code, but can also be triggered by an intake of exhaust leak. I would clear it again and see if it returns, if it does, and you are sure there are no leaks, you are going to need a cat.
  9. JFP in PA
    P1128 and 1130 are bank 1 & 2 codes for an over rich condition. While it could be MAF related, it can also be fuel pressure too high, leaking injectors, or the EVAP purge valve being stuck open. Your surging idle is probably caused by disconnecting the battery, which puts the system into a "relearn" mode. If you want to test your MAF, use a Porsche diagnostic tool or other capable OBD II scanner to read its air flow readings.
  10. JFP in PA
    Knowing how much effort (and cost) is involved in trying to make more proven power with the normally aspirated versions of the 996, you need to take most claims for large improvement from intake, exhaust system, and DME reflash with a really large grain of salt, particularly when starting from a stock configuration.
  11. JFP in PA
    Call around to a couple of alternator repair shops, they may have the bushing lying around.
  12. JFP in PA
    Because participants do not seem the be able to play together without violating forum rules, this topic closed and locked by moderator
  13. JFP in PA
    If that is the one he is looking for, a bone yard alternator may be his only option.
  14. JFP in PA
    What metal bushing?
  15. JFP in PA
    Welcome to RennTech :welcome: This is obviously not normal behavior. When all this work was being done on the car, did they refill the system using the recommended vacuum filling system, or did they just fill and "burp" it? Reason I ask is that we often see cars with air pockets in the cooling system behaving this way.
  16. JFP in PA
    You never mentioned the year and model, which is always helpful in answering such questions, but in general these car's charging systems put out between 13.5 and 14.5V at idle. It sounds like you may have one of two or three problems: the battery is on its way out, or the voltage regulator is on its way out. You may also have battery cables with high resistance. I would have the battery and charging system load tested to see what they do under stress, then do a voltage drop test across the battery cables, and then proceed on the basis of those results.
  17. JFP in PA
    If the gear box was not exposed to heavy loads or high temps, you are probably fine. I would make the suggestions to re-change the gear box oil again in about 500-1K miles, just to make sure all of the wrong fluid is flushed out of the system. The Pentosin product is a hydraulic fluid, not a high shear lubricant which is what the gear oil is. As long as nothing was galled or bearings overloaded during the mix-up, and all of the Pentosin is flushed out, the gear box should be OK. Thank you for your reply and your recommendation for re-changing the oil. The ambient temperature was around 18 centigrade. During my 100 km drive I used high revs and sequential changes several times, but it wasn't as if I was racing. Would any potential damage show immediately or would this appear after a long time? Hard to say. As I mentioned, the two fluids are entirely different in their physical characteristic's, but you caught it fairly quickly. I would keep an eye out for two things: weird noises (signs of unusual bearing or gear wear), or gear oil leakage (hydraulic fluids are formulated to soften and protect internal seals, which the oil seals in the gear box may not appreciate).
  18. JFP in PA
    If the gear box was not exposed to heavy loads or high temps, you are probably fine. I would make the suggestions to re-change the gear box oil again in about 500-1K miles, just to make sure all of the wrong fluid is flushed out of the system. The Pentosin product is a hydraulic fluid, not a high shear lubricant which is what the gear oil is. As long as nothing was galled or bearings overloaded during the mix-up, and all of the Pentosin is flushed out, the gear box should be OK.
  19. JFP in PA
    Pretty sure the shop that makes the bars (http://liftbars.com/) makes the end fittings as well. We have a set of them and everything on them looks like they came from a single source.
  20. JFP in PA
    Welcome to RennTech :welcome: You can start by not using cheap after market parts and source TRW arms, which are the same as factory.
  21. JFP in PA
    If it is the bolt where the control arm attaches to the cross member, it is 89 ft. lb.; 56 ft. lb. is for the wheel carrier end of the arm. Without seeing the fastener, it is impossible to say if it needs replacing.
  22. JFP in PA
    Glad you got it sorted. I knew it was behind the carpet flap and that the flap had to be raised to expose it.
  23. JFP in PA
    I believe you will find that plastic tab is to be lifted, pulling the small flap of carpet back, which will reveal the connector plug beneath it.
  24. JFP in PA
    Normally, you do not need to remove the speaker box to disconnect the speakers, the wire runs out near the passenger's side roll hoop, which is where the connector is located.
  25. JFP in PA
    A Porsche specific tool can scan the Tip controller and tell you what it sees, which an OBD II scanner cannot. I am unaware of a specific code for the neutral safety settings, but there one for "lever position not defined", P0706, which may be the one.
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