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JFP in PA

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Everything posted by JFP in PA

  1. JFP in PA
    Sounds like an EVAP system problem, which is located right next to the filler. EVAP is a vapor trap and recover system that uses vacuum to do its job; one or more of the vacuum lines or valves may be having a bad day. Yes, I know the diagram is from a Boxster, but they are very similar setups.
  2. JFP in PA
    We usually see 15-17 inches (varies from car to car) of vacuum (car warmed up) and we are a couple hundred feet above sea level.
  3. JFP in PA
    The clips are a wear item and should be replaced.
  4. JFP in PA
    You are probably OK at this juncture, the squeal is a major vacuum leak in the AOS, the CEL is probably for an overly lean condition caused by the vacuum leak. The big problems happen when the AOS inhales a large amount of liquid oil, which the engine cannot compress and metal starts bending, or worse.
  5. JFP in PA
    You a significant risk running an engine with a failing AOS on it, if it fails catastrophically, you could hydraulic lock the engine and kill it. Flatbed time...........
  6. JFP in PA
    Are you absolutely sure you have all seven bolts out if it? These usually do not put up much resistance unless someone has used sealer on them (which you should never do).
  7. JFP in PA
    7.5 ft. lb. will do it, and yes, a light coating (don't go nuts here) of antiseize would be a good idea.
  8. JFP in PA
    They sometimes can be a major league pain to pull loose, some have resorted to using an axle bearing press tool and bolts to push it loose:
  9. JFP in PA
    The major problem there is that replacing just the bearing that goes bad cost more than replacing the entire shaft with a rebuilt unit, so people and shops go the replacement shaft route.
  10. JFP in PA
    The two dark protrusions in the cam cover along the line of the spark plug openings are the give away, a VarioCam system would have one, VarioCam Plus would have two (the second is for the variable valve lift function on the 3.6): The 3.6 only appeared in the 996 style body, which has a taller engine compartment, so a taller manifold is not a problem; but on the Boxster, the engine cover would hit it, so you need to lower the engine slightly.
  11. JFP in PA
    Search is always your best friend: http://www.renntech.org/forums/tutorials/article/312-cardan-shaft-aka-drive-shaft-replacement/
  12. JFP in PA
    Sure, either pull the fuel pump fuse or the fuel pump relay, either one will prevent the car from starting. I agree with JFP, however here is a tip / trick of the trade I use so I dont have to pull the fuse or relay. If you have a good DVOM you can use the Min Max feature. Instead if a step by step writeup please watch the video to explain how this works in detail. Using Min Max is an invaluable tool for all diagnostic testing. That's fine if he happens to have a $400 digital multimeter; most backyard DIY'ers have the $10 Harbor Freight version that lack this function, so they end up having to pull the fuse or relay..........
  13. JFP in PA
    The PDF states that the engine should be warmer than 62C. 0.9 Bar ( or about 26.6 inches of mercury) vacuum on the fuel pressure regulator seems a bit high, I would normally expect about 15 inches.
  14. JFP in PA
    The 3.6L engine is lowered in a Boxster due to the manifold height, you would not need to do that with a bored out engine because the manifold would not be as tall as the 3.6L unit.
  15. JFP in PA
    Sure, either pull the fuel pump fuse or the fuel pump relay, either one will prevent the car from starting.
  16. JFP in PA
    OK, this is going to be a bit complicated. You did not mention what type of scan tool was used, but P0341 is for an implausible signal from the cam position sensor on bank #1, it is not necessarily the sensor, but more commonly a break in the wiring or a short. P1313, 1314, and 1315 are not applicable codes to a 98 Boxster with a 5.2.2 DME. P1340 is for the cam position on bank #1 being out of position high. P1397 is for the cam position sensor on Bank #2 having an implausible signal or again a wiring break or short. P0150 is for the O2 sensor ahead of the three way on bank #2 having a wiring harness short or loose connector. A this considered, it looks like you have a wiring problem. Suggest hooking the car up to either a Durametric system, PIWIS, or PST II and look at cam deviation values (read by the cam position sensors), the O2 sensor voltages, and can also activate the VarioCam system to make sure they are even involved in all this. You also posted this in the wrong forum (this is the 996, not the 986 forum).
  17. JFP in PA
    If you can get access to the Bentley 996 manual, starting on page 87-11 you will find step by step instructions with photos and diagrams.
  18. JFP in PA
    Depending upon what is causing it, it may clear. A better idea would be to scan the car with a Porsche specific system (PIWIS, Durametric), see what the problem is, and reset what ever is annoyed. Should only take a few min. of shop time.
  19. JFP in PA
    Not all the "awesome" or even rare, lists for about $1K. They are a common tool used by engine builders to check the displacement of engines that they are doing for racing classes where displacement volume is mandated and checked, and the same tool that is used by the sanctioning body like NHRA to make sure the engines on winning cars are correct:
  20. JFP in PA
    Easy, the resistance rating for that cable when new is a fraction of an ohm per thousand linear feet of cable. So a cable with a problem may only be showing a very small increase in internal resistance over its length of just a couple of feet. To see it, you need to set the meter to its lowest ohm setting (milliohms would be best) at full scale.
  21. JFP in PA
    Correct, but there is a micro switch inside the latch mechanism that has to "open" in order for the top motor to start the retraction. It is a safety device to prevent the top motor from running while the top is still latched. I think that switch is either stuck or broken.
  22. JFP in PA
    Often a contributing factor, but based upon experience, he also has air in the system.
  23. JFP in PA
    One quick way to find the displacement is to located a shop equipped with a PG displacement test device (you thread a line into one cylinder spark plug and spin the motor over, the device measures the volume of air displaced by that cylinder, multiply by 6 and you have the displacement). Race engine shops and sanctioning bodies use these things to make sure race cars are within the displacement rules, so they are pretty accurate.
  24. JFP in PA
    Like all other OEM's, Porsche tries to make these cars idiot resistant as possible. Unfortunately, God seems to side with the idiots, who regularly find ways to circumvent what the engineers have done. I could easily bore you with hours of stories of what we have seen people do to these cars, sometimes destroying either the engine of even totaling the car in the process. So, blowing the CV boots off the car is just another day at the shop; I am never amazed at what we see, it seems "stupid" is a fact of life............
  25. JFP in PA
    RFM is correct; we see a lot of problems with air trapped in these cars after a DIY repair or maintenance on the cooling system. It is often difficult for people to get all the air out of these systems without using a vacuum filling system, particularly the Tip equipped cars, which have a oil to water cooler on the trans that is part of the cooling system loop.
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