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JFP in PA

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Everything posted by JFP in PA

  1. JFP in PA
    Continuing to run and engine with a prior failed IMS is a total crap shoot, some make it, but many do not. The M96/97 engine design has a lot of small "pockets" in the oil system where debris can lurk for a long time before breaking loose and circulating through the system; and it only takes one particle in the wrong place to start a cascading disaster scenario. Your best bet is lots of oil & filter changes (you can use non synthetic oil for this, and a spin on filter, magnetic drain plug, and magnetic pad wrapped around the filter would be advisable as well). Good luck........ JFP, I have a magnetic drain plug, but what are my options for a spin-on filter? Would that require the LN spin-on adapter? Also, I've never heard of the magnetic wrap. Where would I source that? Thanks, Devin PS: My condolences to your brother; I was a divorce attorney many moons ago... :) Yes, you would want the LN adaptor and one of the appropriately sized filter mag panels.
  2. JFP in PA
    Fine by me, but it was also the title of the book my brother wrote about his four marriages'.....................
  3. JFP in PA
    Because of the severe fire hazard, you need to do this test carefully. It also helps to have someone help you while doing this test. Disconnect the fuel line at the fuel rail, and place the end into a measuring container. Switch the fuel pump on for 30 seconds, then turn it off. Minimum acceptable delivery volume is 850 mL or 0.9 US quart in 30 seconds. Be sure to properly reconnect the fuel line and test it for leaks after running this test.
  4. JFP in PA
    Both banks are running so lean the DME cannot richen the mixture further. Normally, most of these are caused by air leaks somewhere in the intake system, but I would check the fuel system for correct pressures and delivery rates. I would also consider having the car's intake area "smoke tested" for small leaks
  5. JFP in PA
    From personal experience, I have about 15k on a M96 powered Boxster and just under 5k on a M96 powered C2 running LN Engineering's magnetic drain plug without any apparent negative side effects. I'm not sure what problems the plug could cause, as the torque specs are reduced and a copper crush washer is still used. If any magnetic metal shavings were circulating around in my engine, I would prefer they stuck to the magnetic oil drain plug making their existence very easily noticeable at the next oil change rather than have them circulate throughout the motor. I think the major concern with the stainless plug is the combination of its hardness and that it and the sump cover are dissimilar metals, which leads to other problems (both the OEM drain plug and LN's magnetic units are aluminum, like the sump cover).
  6. JFP in PA
    Did you conduct a fuel delivery rate test?
  7. JFP in PA
    What fuel pressure and delivery rates are you seeing? The MAF should be ~12-24kg/hr @idle and ~50-80kg/hr @3000 rpm.
  8. JFP in PA
    Several companies, including Actron who made the unit pictured above, have adaptors that will fit the car. Cost is going to be in the $45-60 area at retail.
  9. JFP in PA
    Continuing to run and engine with a prior failed IMS is a total crap shoot, some make it, but many do not. The M96/97 engine design has a lot of small "pockets" in the oil system where debris can lurk for a long time before breaking loose and circulating through the system; and it only takes one particle in the wrong place to start a cascading disaster scenario. Your best bet is lots of oil & filter changes (you can use non synthetic oil for this, and a spin on filter, magnetic drain plug, and magnetic pad wrapped around the filter would be advisable as well). Good luck........
  10. JFP in PA
    Be aware that moving from a dual mass to a single mass flywheel is not recommended on non-Metzger engine cars without internally rebalancing the engine to dampen harmonics. The dual mass flywheel is the only harmonic dampener in the engine and its removal has caused some pretty significant problems, including crank failures. Jake Raby has written extensively about these problems on his website: http://www.flat6innovations.com/index.php/broken-crank Porsche also once circulated an internal memo to dealers telling them that they would not honor engine failure warranties on cars that had been switched to single mass flywheels for the same reasons. Single mass flywheels and unsprung clutch discs also can be a noisy pain to drive on the street.
  11. JFP in PA
    Your problem is exactly why I laugh when people spend a lot of money for aftermarket "cold air" intakes for these cars. The Boxster air intake setup pulls in cold air from the driver's side port, along with anything else that happens to be near by (leaves, dirt, debris, small children, etc.). Depending upon the type of roads you drive on, annual or even semi annual filter changes are an excellent maintenance item. The filters are cheap, readily available, and easy to change; we use the Wix/NAPA Gold 42475 which retails at auto parts stores for about $16.
  12. JFP in PA
    LN Nickies liners, the LN triple ceramic bearing IMS upgrade (or the IMS solution if it is a single row engine), LN chrome moly oil pump drive, LN spin oil filter adaptor, ARP bolts (cylinder head, rod, and crank carrier), oil pump, water pump, billet tensioner paddles, new tensioners, AOS. I'd also look at replacing the cam followers with later design units that have less tendency to plug up. go through the heads carefully while they are off, replace anything that shows signs of wear (springs, retainers, etc.), fresh valve job.
  13. JFP in PA
    The "spray welding" process used to do that type of repair is dependent upon how the crank was originally made; forged steel can be welded up, nodular iron is much more difficult to do. You would need to talk to a top quality crank shop on ifs type of repair is even possible.
  14. JFP in PA
    Porsche does not supply crank or rod bearing shells in other than stock sizes. I am also not aware of anyone in the after market that does either. Suggest looking for a new replacement crank and rod(s); and it would also be a good time for better rod bolts like ARP.
  15. JFP in PA
    Never good to hear, but withhold judgment until the car is pulled apart and checked; it could still be something else.
  16. JFP in PA
    It is entirely possible that the sunroof electric motor is on the way out. Try working the roof through a full cycle using the manual Allan wrench crank, if it moves smoothly, the drive motor is bad.
  17. JFP in PA
    First of all, Osram Night Breaker Unlimited are Halogen bulbs, not xenon's. The only time I have come across this type of damage was when someone used too high wattage aftermarket halogen "super bulbs" in and vain attempt to get more light out of the headlights. In any case, I'm afraid you are in the market for a new headlight assembly.
  18. JFP in PA
    Shop around, you can often find a used "Enthusiast" version with only one of the three VIN slots used at a healthy discount. And they don't cost that much brand new either.......................
  19. JFP in PA
    That would totally depend upon how many spline teeth it is off on the shaft; more often than not, one spline is either not enough or too much wheel rotation. Adjusting the tie rods is infinitely variable.
  20. JFP in PA
    No, there is no intermediate shaft in the 9A1.
  21. JFP in PA
    The easiest way is to center the wheel while the car is sitting on an alignment rack, and then readjust the tie rod ends on the steering rack until the wheels are correctly aligned. I'd suggest this is a job best left to the pro's unless you have an alignment rack in your garage........... Talk with your service advisor at Barrier, they might just do it for nothing.
  22. JFP in PA
    If the AT engine was fitted after early 2005, it carries the non serviceable bearing. Unfortunately, unless you can narrow that date down, there is no way to know without looking at the IMS center bolt. JFP, what set up does the 991 engine use, particularly the Turbo if you happen to know?? Sure; Porsche stopped production of the legendary, but dated, Metzger lump which has been the mainstay for Turbo, GT, and race car engines for a lot of years. The 991 Turbo uses a variant of the 9A1 direct injection engine that is common in all of the later model cars.
  23. JFP in PA
    Not completely, common problem area is the floor pan, sills, and the battery tray areas. Once they start, you need some new sheet metal:
  24. JFP in PA
    Moto, If you can find one in good shape the 944 Turbo is a great ride. I think JFP will agree that the motor in that car is as bullet proof as they get as long as they have not been modified and have been maintained properly. And the body has not rusted to dust.............
  25. JFP in PA
    If the AT engine was fitted after early 2005, it carries the non serviceable bearing. Unfortunately, unless you can narrow that date down, there is no way to know without looking at the IMS center bolt.
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