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JFP in PA

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Everything posted by JFP in PA

  1. JFP in PA
    A little more detail might be useful, like year, model, and exactly what trim you are referring to.
  2. JFP in PA
    Welcome to RennTech :welcome: Unless you have opened up the hydraulic system and have gotten air into the ABS control network, it is completely unnecessary to activate the ABS/PSM system while bleeding or flushing the system.
  3. JFP in PA
    If memory serves, the pre-tensioners have to be coded to the car, which is really setting the system controller to recognize them. This could be the source of your issue, and I believe will require the use of a PIWIS to accomplish.
  4. JFP in PA
    Welcome to RennTech :welcome: I get nervous when you start swapping or mixing seatbelt components across different model years (your 2009 buckles and 2007 belts) as Porsche has updated these units over the years and I do not know about how compatible different components are. Are you reusing the car's original tensioners, or did they come from the breaker's yard? The Durametric system will clear these codes once the issue is fixed, but finding out where the issue lies is going to be the problem. As for lists of codes for the 997, Porsche used to publish such information (under copyright) for the older cars, but when all electronic in the mid 2000's and they are only legitimately available on their TSI subscription system.
  5. JFP in PA
    The sound you hear may not be coming from that drain vent, but from what is behind it, your EVAP system. Do a search, multiple vacuum lines and valves that can all make sounds.
  6. JFP in PA
    Drive cycle requirements depend to some degree on the condition of the car, and may take 100-200 miles before everything resets.
  7. JFP in PA
    At a minimum, you should be testing the alternators' output voltage at idle; it should be between 13.5 and 14.5 volts. A more ideal test would be to load test the unit to see how it responds to the electrical system demands, but that requires a special tool to accomplish. You could also have primary cable problems, which can easily cause this type of issue, and also requires testing to evaluate.
  8. JFP in PA
    What tests have you done to isolate the problem to the alternator? It is a pretty pricey item to replace if it is not the source of your issues.
  9. JFP in PA
    What code(s) is the car throwing?
  10. JFP in PA
    If the car is an actual 2010 GT3 or GT3 RS, it should carry the 7.8.2 DME; a non turbo 2010+ DFI car would carry the SD13 DME. Have you tried manually selecting the 7.8.2 DME and see what happens? I find it rather odd that the Durametric system would select the SD13 unless that is what it actually found.
  11. JFP in PA
    There are some cooler lines and what not in the way, but it is not that bad a job.
  12. JFP in PA
    If you want to shift one of these engines at 8K RPM's, you had better plan on spending a lot of money. I don't think even Jake takes one of his "all in" big dollar engines that high.
  13. JFP in PA
  14. JFP in PA
    By "not a good thing" I mean that you need to find and fix the problem before driving the car. These engines do not like being overheated, often the first event of this type is the last for that particular engine. Find out what is wrong and fix it, even if that means having the car flat bedded to a shop..
  15. JFP in PA
    Either a bad water pump, leaking coolant fill cap, or a leaking surge tank; in any case, not a good thing.
  16. JFP in PA
    Welcome to RennTech :welcome: Fault code P1400: Control position not adjustable Possible cause of fault - Control position not adjustable, vehicle too low or too high (no display) 1. Check mechanical and pneumatic components - replace damaged parts. 2. Check to see if other faults are recorded (e.g. 0774, 0775, 0776, 1780). Clear as needed. 3. Re-calibrate level control module.
  17. JFP in PA
    Where is this spring located exactly? Do I need whole clutch kit to get it fixed? It is part of the pressure plate assembly, and yes, you will need to replace the clutch to fix it.
  18. JFP in PA
    We have used them several times, they do nice work and it makes the install straight forward and trouble free.
  19. JFP in PA
    It sounds like your clutch is toast.
  20. JFP in PA
    Yes, any reman engine installed after 2006 should be carrying the oversized last design IMS bearing, which cannot be changed without totally disassembling the engine. Fortunately, this IMS has a very low failure rate.
  21. JFP in PA
    Welcome to RennTech :welcome: The limit is +/- 6 degrees. P1341 indicates that the cam angle on bank 1 is either out of range or that it cannot read it (plausibility). As for the comment that "they all do it", that is nonsense. You either have a cam sensor on the way out, the actuator solenoid is problematic, or the VarioCam unit itself is bad. I would test the sensor and consider replacing the solenoid if the sensor is good. In any case, beating the crap out of the car is not going to fix it.
  22. JFP in PA
    Possibly, or a sticking valve. The DME does not always immediately respond to a fault instance, they can also set a pending code and wait for a bit to see if the fault clears, and if it doesn't, then it throws a code.
  23. JFP in PA
    The biggest problem people run into with doing DIY service is not knowing what they are getting into before they start, and then trying to figure out how to get out of the predicament that they now find themselves in. Like all vehicles, these have their idiocracies, and there are a lot of tools that can make the project a simple afternoon of saving money and personal satisfaction. Vacuum filling systems, like the Uview system Porsche uses to refill these cars can be used on anything that is liquid cooled:
  24. JFP in PA
    Both codes are related to the secondary air injections system (P0491 is bank 1 flow check, p0492 is the same for bank 2). Because the SAI uses a series of valves and lines, one or more could have become blocked or inoperative.
  25. JFP in PA
    You say mixing Porsche's stuff with others can be a problem. What problems does this cause? Further on the coolant issue, how often would you say coolant should be replaced in a 996tt? Finally, is it really necessary to replace steering fluid, - annually? thanks for your help Gelation is the big issue, the formation of globs of sticky goo inside the cooling system that are a major pain to get out. Normally, we would use a schedule of every 5-6 years for the coolant, or sooner if it fails testing. No, but if you are doing it by only replacing what is held in the system reservoir by siphoning it out (rather than pulling the lower body panels and disconnecting the steering rack lines for a complete system flush), because that is only a partial replacement, doing it annually makes better sense.
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